MASTER 

NEGATIVE 
NO.  95-82351 -8 


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,  Charles  Stephen 


Title 


shipping 


Place: 


New  York 

Date: 

1883 


MASTER  NEGATIVE  i 


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OmCHNAL  MATERIAL  AS  FILMED  -  EXISTING  BIBLIOGRAPHIC  RECORD 


565 


History  of  American  shipping,  its  prestige,  decline, 
and  prospect.  By  Chas.  S.  Hill  New  York,  The 
iunencsan  news  company,  xooo* 

iv     3  ].«  1II1-I94  p.  illtts.  (Iiicl.  ports.)  tables.  23|**. 

Presoiitation  copy  to  T/n.       Koiuloo,  with  au- 
thor's inBoriptioii, 


1.  §^ippinff— U.  S.— Hist 

Library  of  Gongress 
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H£74S.H64 
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HISTORY 


OF 


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.til  i  -i :»       •       9  - 

J,     t        1    *     *     .»     f  *  * 


AM.KRIG4.N:SHIPPmG 


•  •«  *  «*'    *  •  r. 

i         f   1'  ^  '''''  ''^ 

•  •  •     A       ♦    *  ■*   *  *      •     "*  * 


t  ^  I       •  »     »        •  •  '9 

«      t      *       *    9         ■  •  •       It  « 


ITS  PRESTIGE.  DBCLmE,  AND  PROSPECT. 


im 
iiiiiii 


m 


XJJSlmJBkJSfm      ei.      JSLX  lii.t T ly 


**0D»  mBCHAKT  XASIHE,"    **  AXBSKUIT  OK  TOBEIGSr  SHIPS;  WHXOHt^ 


New  York, 
trade  supplied  by 

THE  AMERICAN  NEWS  COMPANY. 

February,  1883. 


■niwM  iMirdiiig  to  Art  of  CoagwsM,  immxy,  1883,  by 

CHARLES  S.  HILL, 
IB  tin  €mm  of  llio  Wtowurian  of  Congroat,  »t  Washington. 


St  JUBB  M  ,DBTWBII*l!It„ 
"Wjyuiinimac,  0.  C. 


3  5Q>S 


CONTENTS  of  PART  I. 


INSCRIPTION   5 

ACCBPTANCB   .  7 

INTRODUCTORT.  IlTZZiri.-ZIZriTZZZI 

BRIEF  ^   .  14 

ARGUMENT   IIZIII  16-200 

Divisions  thereof  «^  „    

PRBSTIGE 1631-1856.  ||||||||| 

Review  of  Amercan  Shipping  coniSiliiligw*...*****^^...^.  16-17 

Chronological  Kecord,  1492-1882   IIIIIIII  18-104 

Origin  of  l^avigation  Laws;  causes  t.h  nrAnf       ^  28-26 

Origin  of  St^UD  Navigation  ZSZl  27-32 

A^antages  and  disadvantag«ss  presented  by  JeflfewonZIlIITI—  S8-87 

"  History  repeaud  "  in  depredations  upon  oorCommerce^^   88 

Inauguration  of  daily  steamboat  traffic  ,   ,  8^2 

Heroic  enterprise  in  establishi  ng  River  Steam  Shipping   " 43I44 

The  First  Great  Epoch  in  American  Shipping  ~--ZJS~'S  45-49 

The  grand  enterprise  in  establishing  Ocean  Steftm-8bippine..rr  60-54 

A  noble  record  of  the  Democratic  Party   56-62 

The  Second  Epoch  in  American  Shipping>_r_.lllllllllll  63-66 

The  Third  Epoch  in  American  Shipping  111.^-111  68 

The  Financial  Gain  to  the  U.  S.  Treasury  by  Steamship  Bounty .68-62-74 

BBCIiINB:---1857-^|MM^  -^^i 

Pickle  Ai'Uon  qgl^iiess  Demoralizing  American  Shipping . 66-69 

Vicissitudes  of  Ship-owners  under  discouraging  conditions.  70-71 

Perseverence  and  firmness  of  a  heroic  few  I™I  72-73 

The  Age  ot  Iron   76-92 

Misrepresentationi  of  Foreign  Agantft   ^   92-97 

Record  of  Prestige  .  "~   *  98 

Remarkable  "  Questions  "  or  Assertions  oY the  Joiii^'i^lect  Com- 

  mittee  _  ^    99-101 

OUR  0HIPPINO  CONDITIONS  ANAI.T3BBD,.-...Z1-ZII  102-180 

^TiffuaTi  ^  106-184 

Pilotage  Pees    jo^.j^^ 

lowage  Fees.    „  107-108 

Port  Warden  Fees   ^  Jjjg  ^ 

Harbor  Master  Fees  ,  II  109 

Wharfiige  Peea   ZZIZIZIL.  109-112 

Oustom  House  Pe«||||||  112-118 

Tonnage  Fees  st-..      _  118-115 

Seaman's  Fees  ^   _  116-.117 

Marine  Hospital  Pecs   IIIIIIII-.IIIIIIZIIIIZ  117 

Admeasurement  Fees  «  IIIIIIII  118 

Postal  Restriction  Fees  .  .  .   '  II  nn 

Local  Fees   --.llllZIIIinillZ  120 

Consular  Fees  .  I-IIIIIIIIIII__II  121-126 

Shipping  Commissioner's  Pees  .  — .-^™I  III"III "  IIII  126-127 

Insurance  Combination..™  II.  i«o~ 

(Nominal.) 

Lighthouse  Pees  ^^^^   lOfiioo 

Customs  Tariff  HH  ^  ImZiSI 

Navigation  Law  Restrictions  IIIIIIIII..  181-|HH 


CONTENTS. 


SWplwiHiiig  otist  compared  —  JS~i 

Jbtesof  life  ©f  American  sMps  — — —  JJJ-^** 

•*  Free  *  *  or  Tram  p  Ships  -««  — —   1*  * 

Eecapitulation  of  Burdens.  — 

total  Amount  of  Fe«  Billi  u^-\m 

^^^j^^^^ZZIZIIZIZZ^^^^^   }  52-1 53 

Tribute        -  -     ,  ,,  .  loo-ioo^ 

BcwIytoBriSi'iSpbuiM^^^  etc-  1«7-180 

Free  Ships  \St 

Forei*»n  Lobbv  , ..-    — -------- -■«SB36«*'---* 

Ship  Kepairing.-...  -   ™  {iLtm 

Inconsislencies  of  Congress   \  j7\% 

Mail  m.  Packet     \li  .LL 

S|hmU  of  Warfare  and  the  Spoils  of  Peace   Jlrloa 

WIOaMCT ;— 188*— "Americans  shall  own  ships."  —   18&-i»9 


ILLUSTRATIONS. 


S&£»STIGS«— 1881-1856 

H<»ii.  James  G.  Blaine  —   J 

The  Maviower   —  ■   f " 

Archetype  of  American  Shipping  .  —   *J 

Caravels  of  Columbus  —  —   J» 

The  Second  Ship  built  by  Amerigii  Colonists   M 

He  first  Successful  Steambo<i||i|i' W    29 

The  American  Galley  Slave — —  "-"t;:  *   S 

The  Second  Successful  Steamboat  in  the  World   ^ 

Rol»ert  Fulton       JY 

Kobert  Livingston  Stevens —   — 

The  First  Bnglish  Steamboal-26  ffliilliiM   

William  Wilson  ^  — ~  •   ■  -  *^ 

American  Clipper— Great  Bepublic —  .  •*  *J 

The  First  Steamboat  that  Crossed       Omn   w 

B.  K.  Collins   ..ix-^SZ   ^ 

Hteroes  of  Am«lwiii}.jiriMM  '   ^ 

'  iMnil  ■■■■III  iniiT  mm 

The  Adriatic— The  GrertMt  Steamship  of  hei  J)iy- —    W 

Jmmes.  Budianan  Houston   —   — —  o7 

City  of  Peking— The  Finest  Ship  Afloat  — .   o» 

Thomas  Tileston,  Founder  of  the  Dramatic  Line    73 

The  Cause  of  American  Ship^^»>clining  '   »7 

jliilse  Economy   . _ _. ■  - t  1   iw» 

Samuel  Harlan— The  Pioneer  Iron  Shipbuilder  of  the  U.  S   —  189 

The  Asylum  for  Trnmp  Ships  — — 

A  ¥ictim  of  Foreign  Subsidy  and  IT.  a  Postal  Halations   167 

liibor  Struck  Down  by  Free  Ships  — — • — — —  —   1J7 

The  Btfoii  to  leslroy  ma  Navy  and  Shipping  —   -i^if 

nMMmMT*<--I884. 

"American  Shipplig  shall  l>o  B©vi«i1 "   ^^9 


TO 

THE  HON.  JOHN  T.  MORGAN,  U.  S.  S., 
TH8  tmwuLtm  or 

AGBICULT0RE,    MANUFACTURE,  COMMERCE, 

Am  OF  THE 

dissemination  of  peacncal 
knowledge; 

ASSOCIATED  BY  TIES  OF  SANGUINARY  STRUGGLES 

Aim 

FALLEN  FRIENDS 

ON 

MANY  CONFEDERATE  BATTLE  FIELDS, 
AND  KOW 

RECOGNIZING  WITH  APPRECIATION  HIS  ASSISTANCE 

RECENTLY  AND  OFFICIALLY, 
IN 

FBOMULaATING  INDUSTRIAL  ECONOMICS; 

ALTHOUGH  NOT  EXPECTING  NOR  ASKING 
1U8  FVU. 

ENDORSBlfSirlr   OP  THE  REFLECTIONS 
MADE  HEREIN  UPON  THE  NEGLECT 

«*,. 

CONGBBSS, 

IN 

ACTION  AND  NON-ACTION   IN  BEHALF 

or 

AMERICAN  SHIPPING, 

YET  KNOWING  THE 

ZEAL,  PRIDE,  HOPE,  AND  AIM, 
THAT  Htm  ANOUnS  SVERY  SOUTKBRN  a»fEADE 

IN  IHI5  DETBBMINATION  TO  VNTimi.  ONCB  MOR& 
VlfOfi  TIIK  SEAS 

THE  AMSiUtCAN  FLA0, 
THIS  VOLUME  IS  RESPECTFULLY  INSCRIBED. 


'''Mi 


I' I 


UNITED  STATES  SENATE, 

Washington,  D.  C,  February  9,  1883. 

My  Dxar  Sir  :  I  canEOt  feel  that  I  am  deserving  of  the  high  com- 
pliment bestowed  on  me  in  the  inscription  of  your  book  on  American 
Shipping,  but  I  greatly  prize  your  |Mliili|iM|iinion  as  expressed. 

The  allusion  to  our  participation  in  the  Confederate  struggle  touches 
a  chord  that  will  vibrate  in  my  heart  as  long  as  life  shall  last,  and  will 
overwhelm  all  discordant  sounds  that  might  otherwise  disturb  the  harmony 
of  our  songs  of  ^iMKSKII^^^^^\'^y* 

I  Isar  that  we  shall  not  Mly  agree  m  to  the  best  method  of 
lestoriug  to  the  seas  our  banished  commerce  ;  but  as  we  are  working 
heartily  to  secure  the  same  great  end  our  differences  as  to  the  proper 
policy  to  be  observed  in  securing  it  will  not  separate  us  in  our  labors. 

I,  therefore,  gratefuly  accept  the  honor  you  have  done  me,  and  with 
the  best  wishes  for  your  success  in  this  and  all  the  other  great  labors  you 
are  bestowing  on  industrial  topics. 

I  am,  faithfully,  your  friend, 

1=  Jno.  T.  Morgan. 


TO 


THE 

STATESMAN  DEFENDER 

OF 

AMERICAN  SHIPPING. 


JAMES  GILLESPIE  BLAINE, 


"  Steam  Mail  Lbtbs  :  Keys  with  wMch  wise  Statesmen  open 
Foreign  Ports  to  Maritime  Commerce." 

(Bmquet  Tmat  of  «h«  How  York  Chwiiber  of  Goiniiioroo  to  Hob.  Jamis  ©.  Bum,  Mayia,  im.} 


THE 

AVANT  COURIER 


THE  MAYFLOWER, 

180  TON8| 
i|giif«d  HjnMHith  Rock  witli  tlie^  fflgtiiii% 


INTRODUCTORY 


On  the  7th  of  August  last  &  Joint  Select  Oommitle®  was  ap- 
pointed under  the  following  resolution  of  Congress : 

"That  a  joint  select  committee  of  three  Senators  and  six  Representatives  be 
ftppinted  to  Inquire  into  the  condition  and  wants  of  American  ship-building  and 
ship-owning  interests,  and  to  investigate  the  causes  of  the  decline  of  the  American 
foreign  carrying  trade,  and  to  suggest  any  remedies  which  may  be  applied  by 
legislation.^  Said  committee  shall  have  authority/  to  sit  during  the  recess,  and  shall 
lubmit  thdr  report  at  the  opening  of  the  second  session  of  the  47th  Congress,"  &c. 

AFFmrm  dugmt  9, 1882. 

!ni_e  above  hMtlardly  been  telegrapbed  (on  August  9th)  to  M 
plHHtthe  country,  and  to  every  patriotic  heart,  together  with 
theW>nncement  of'the  appointment  of  statesmen  to  that  Com- 
mittee whose  names  were  hailed  with  delight  and  satisfaction, 
before  the  New  York  evening  papers,  only  two  days  after, 
(August  11th,)  announced,  not  the  organisation  of  that  Com- 
mittee, but  the  happening  of  "  one  or  two "  members  in  Hew 
York,  and,  instead  of  sitting  and  studying  into  such  conditions 
*'  during  the  recess  "  of  Congress,  a  postponement  until  two  iveeks 
before  its  reassembling — with  some  dialogue  queries  appended' — 
was  announced.  In  a  six-da^s^  session  this  great  politico*eeon- 
<>il'8)||^l'i>^^  investigated,  studied,  compre- 

heaM^  and  at  mee'prepared  and  reported  to  Congress. 

It  was  to  be  supposed,  and  indeed  trusted,  that  the  trouble 
was  mastered,  and  that  the  evils  existing  would  be  destroyed. 

The  writer  of  this  historical  argument  prepared  the  same  very 
hurriedly  after  seeing  some  repetilicmft  of  stereotyped  gross  am^. 
representa^OQS,  made  in  evidence  presented,  to  ofPsr  in  rebuttal ; 
but  the  book  of  evidenee^  ^od  or  bad,  perfect  or  imperfect,  was 
completed  and  sealed. 

The  idea  of  requiring  or  allowing  more  than  the  same  number 
of  days  for  studying  the  decline  of  American  Shipping  than  it  did 
for  creating  "  the  heavens,  the  earth,  the  watm,  and  all  ^t 
thereiii  is,'*  was  preposterous.  Hence  it  is  submitted  to  the 
public  as  another  commentary  upon  the  character  of  Congres- 
sional investigation  into  the  condition  of  Our  Merchant  Marine. 

(11) 


12 


BISfOKT  Of  ailllI€.A]l  SaiPPIMO. 


The  imrried  work  of  the  Committee  has  unfortmiately  been  in 
min ;  the  names  of  som^^Hiilil- members  'will  ike  forever  In  the 
hearts  of  the  American  people  for  their  patriotic  efforts,  while 
the  names  of  others — ^whether  justly  or  not— will  be  iissociatod 
iwmllttr  with  the  foreign  Interests  thpnHprotected,  and  for  which 
apptttenl;  sympathy  therewith  Iheir  dlirii  words  and  actions  are 

alone  iw^0Km^ 

During  the  three  months*  Session  of  Congress  the  "  Prestige  " 
of  American  SMppiug  was  reviewed  in  terms  of  glowing  elo- 
quence by  a  few  mthful  patriots  ; 

Its  **  Be€llne'^  was  karped  upon  In  harmonic  accord  of  unan- 

traout;  lllliiili';  .   

its  "  Prospect  "  was  moderately  promised  by  the  provisions 
presented  for  enactment  to  the  United  StategSenate,  at  raid- 
night  Saturday,  March  8,  last;  but  alas!  that ''Prospect  "  was 
effiiced  by  those  from  whom  the  American  people  expected  a  bet- 
ter record,  In  ftipering  time  in-vainless  eferte  t|;^^  fote 

a  mhr^  io  m  defeated  Oongressi^^mmiestmt"  while  the  ^Ipes 
of  the  Holy  Service  of  Sunday  morning  (March  4)  were  tolling, 
it  it  wec«^||ie  sad  requiem  of  this  "  national  "  default  on  the 
part  of  our  dying  Legislature. 

This  argument  is  to  tl|p|»ple  that  the  true  con- 

ditlons  of  American  Shippf%4^ay  be  more  generally  underSfood, 
and  that  the  trnth,  sown  broadcast,  may  bring  forth  in  the  next 
Congress  wisdom  and  action  in  reviving  the  "  Prestige  "  of  the 
■carrying  trade  of  our  country*  c.  s.  h. 


fBE  ABOBBfl'FB  Of  AMBmiCAir  SHIPPIIKI. 


BUfiCM  BUHK  GAMOM. 


PART  FIRST. 


CONDITION  OF  OUR  SHIPPING 

II! 

IN  THl 

FOREIGN  CARRYING  TRADE. 


DIVISION   OF  ARGUMENT. 

Burden— that  weighs  down  American  Shipping.  ^ 

BouMiY--^  fost^  our  competitois  and  enaWes  them  to  drive  off 
American  Ships. 

Booty— that  is  divided,^  in  ridicule  of  American  enterprise,  by  th^ 

^^HHllWic  patronage  of  foreign  ships.  IPI 

(18) 


BRIEF 


Catoe  of  Argument. 

Appjintmeiit  of  Joint  Select  Committee  of  Congress  to 
examine  into  and  revive  American  Bhipping. 

SxirofiiB'  09— 

Committee's  Qnestions  promnlgatirftei^Why  cannot  we 
iMnli  iron,  steel,  and  wooden  vessels  like  England 
and  If  not,  why  not  give  up  to  foreign  Industry  ?  (See 
subsequent  pages.) 

.  JmmJw  J  .Br -I. 

!•  Ameriuans  revolutionijsed  the  world  in  sailing  vessels. 

2.  Americans  revolutionized  the  world  in  application  of 
steam  to^  navigation  on  rivers. 

8.  Americans  revolutionized  the  world  in  eomitmstmm 
navigation. 

4.  Americans  revolutionized  the  woiid  in  transit  of  the 
msem  steam  navigation. 

6.  Amerioans  revolutionized  the  world  in  Havali^ijbjgi 

§.  Americans  revolutionized  the  world  in  yacht  ^^ng. 

7.  Americans  now  huild  the  inest,  safest,  and  most  com- 

piete  irm  steamships  in  the  world. 

'BlBIIIif. 

American  sMphuilding  pves  employment  to  emrif  trade. 

Americans  will  not  submit  much  longer  to  misrepresen- 
tation of  Agents  of  Foreign  Shipping. 

(li) 


ARGUMENT 


AMEBIOAN  SHIPPOia. 

WASHnreroir,  Navemter  21, 1882. 

Mr.  President  and  Gentlemen  of  the 

Joint  Select  Committee  on  American  Shipping: 
There  is  nothing  that  proves  more  tmthfttlly  the  old  pruverb 
that   History  repeats  itself,"  than  the  existence  of  your  Cpjnmit* 
lee.  «K'  i: 

From  the  inception  of  our  Government  to  the  present  time, 
innumerable  acts  of  Congress  have  created  committees  to  investi- 
gate the  condition  of  American  Shipping,  and  to  devise  means  of 
protecting  and  beneiting  this  greatest  of  Industries. 

Then  why  has  this  periodical  repetition  of  investigation  for  a 
long  century  been  necessary  ? 

It  may  be  assumed,  un(][uestionably,  that  your  able  body  will 
concede — 

1st.  That  a  Nation's  shipping  is  an  indispensable  influence  in 
national  and  international  relations. 

2d.  That  American  shipping  has  generally  involved  loss  of 
capital.  * 

3d.  That  the  American  Goveranient  cannot  coerce  our  capi- 
talists into  financial  loss — except  through  their  enthusiasm  for 
national  bono|g§n4  industry — Whence  our  national  dilemma. 

It  is  not  proposed  in  this  argument  to  extend  sympathy,  nor  to 
withhold  blame  for  our  humiliating  condition ;  but,  ignoring  theo- 
rists and  biased  views,  to  show  from  official  records  where  the  fault 
rests.  Gl^here  are,  in  fact,  only  three  divisions  of  this  subject,  viz  : 

BuEMir!  Bounty!!  and  Booty!!! 

which  will  be  herewith  thoroughly  examined  and  presented  in 
order;  but  it  is  first  necessary  td  pre&oe  such  examination  with  an 
insight  into  past  history  to  properly  connect  causes  and  results. 

The  prophetic  words  of  Lord  Sheffield,  in  his  "  Observations 
on  American  Comrmerce,"  that  "  the  only  use  and  advantage  of 
American  Colonies,  or  West  India  Mauds,  is  the  monopoly  of 


*  Without  national  j^jj"*^!^  shipping  conditions  of  other  countries  arc  fully 
givon  in  following  pages,  see  heftding  foreign  Policies  for  iralaaUe  infoimation. 


M  BiiTOE¥  09  AiiiEioAjr  ssmiifa. 

tlieir  consompfcion  niid  the  carriiige  of  their  productfl,"  express 
most  tmlhii]] J  our  peculiar  condition  to-day ;  ns 
that  this  precept  has  heen  the  natural  inoenlite  to  a  perpetaal 
straggle,  thronfh  warfiire  and  peace,  between  our  mother-country 
and  our  own  for  sapremacy  in  Indastry,  and  for  control  in  fijmy-^^^, 
Ing  oar  own  produce.  ;  ^  4 

To  jii%e  of  the  future  we  must  consider  the  past|  mi^  if 
**  histoi!yu«6o  persistently^ — repeats  itself,"  we  mnst  he  guarded  in 
applying  ^Wlejqmrience  of  the  past  to  onr€itfvei#pid  condition  of 
to^ay.   

Ship-building  was  the  first  Industry  of  our  country — ^the  object 
of  envy  and  condemnation  of  the  British  nation.   Perhaps  the 
Mayflower,  being  a  small  •*  free  ship  "  of  only  ISO  tone,  brought 
m  bad  Inck  in  1620,  or  it  may  be  that  its  coming,  so  power- 
folly  patronized,  has  influenced  and  coiftsed  our  statesmen  as 
to  the  identity  of  our  own  offspring  of  industry  with  the  orphan 
"  tree"  (or  foreign)  ship, for  our  own  has  been  treated  during  the 
last  quarter  of  a  century  or  more,  like  a  discarded  child,  while  the 
fiftoet  filiiMlPiiMitinatum^  interest  has  been  given  to  foster- 
ing the  foundling  of  foreign  birth;  so  much  so  that  the  Hon. 
Mr.  Prye,  in  asking  the  creation  of  a  commission  as  a  foster 
parentage  of  the  American  ship,  reflects  very  properly  and 
poignantly  upon  the  Nation's  record  of  neglect  in  :j||||flw  that 
will  "be  i>emem.bered..  foin|||r :  '  ^ 

It  is  AH  orphan  really  withoat  jiny  orplittii'8  oourl  or  guardian.  It  is  a  waif 
witliont  a  fconMk   It  is  a  tranit  to  wioin  nol>ody  is  oUiirwl  to  give  oold  victuals 

With  the  same  interest  at  heart,  the  Hon.  Mr.  Bingley  intro- 
duced the  resolution  by  which  your  Committee  was  called  into 
existence,  m^mm 

It  was  expected  that  this  severe  condemnation  of  national  de- 
lault;  the  vital  ii||||rtance  of  the  subject;  the  deep  solicitude 
of  the  people ;  and  their  confldenq|||  your  ability,  interest,  and 
patriotism,  QHmifested  throughout  ouirS»mntry,  would  have  forced 
the  investigation  immediatdppPi 

Whether  the  delay  in  this  respect — and  the  unseemly  hurry 
now — has  been  right  or  wrong,  is  not  the  purpose  of  this  argument; 
but  in  view  of  the  evident  uncertainty  as  to  the  national  rela- 
lationship  of  our  country  to  our  ships,  and  as  to  its  hereditary  ties 
and  claims  in  the  tiiNi||||||^i^  tbrefiithers  of  their 

industrial  <|nalities  mi pIM  maintenance  of 


MISfORY  Of  AMERICAN  SHIPPUfO. 


IT 


their  commercial  tnlerestancliK  honor,  it  is  not  only  proper 
but  necessary  to  establish  the  identity  between  parent  and  child 
by  tracing  the  lineage  of  the  American  ship  to  American  inheri- 
tance.  With  such  object  in  view  the  following  synoptieal  record 
has  been  prepared :  mmp-^ 

,  Both  of  the  political  parties  in  Congress  are  confused  as  to  this 
identity,  or  they  are  cowardly  shirking  this  greatest  economic 
question  of  the  day;  each  is  afraid  to  do  what  is  necessary  and 
right ;  neither  dares  to  take  the  noble^  bold^  stand  of  the  Polk 
Administration,  with  such  &r-8ightedne8S  as  recorded  in  ISiS, 
and  presented  herewith  in  chronological  order. 

While  foreign  nations  are  fully  aroused  and  acting,  our  states- 
men are  disputing,  quibbling,  misrepresenting,  and  ignoring  the 
seriousness  of  the  question,  while  France,  Germany,  and  Italy 
are  acting  in  energy,  imitative  of  that  wise  policy  so  long  con- 
tinned  by  the  fer-sighted  statesmen  of  Great  Britain. 

At  a  recent  session  of  Parliament  the  representative  of  thlP* 
British  Board  of  Admiralty,  Mr.  Trevelyan,  admonished  that 
body  as  follows :  ■  „  ^,  „      .  „  ^'''"^^''''^^  ^""^^ 

"  The  maritime  supremacy  of  Britain  is  not  to  be  challenged 
by  Fnince  alone  in  the  future,  for  the  Pre^dent  of  the  UnUed 
States  has  asked  Congress  for  a  liberal  grant  wherewith  to  lay 
the  foundations  of  a  new  and  formidable  navv." 

i^he  Nautical  Journal  of  London  sounds  an  unnecessary,  we 
fear,  tocsin  of  alarm  about  AnnriiMi action  in  behalf  of  our  child 
oi  tbe  sea,  as  follows : 

"British  ship-builders  and  owners  cannot  regard  with  uucon- 
^u**  r/^-^  ^Parently  systematic  effort  of  the  Republican  party  in 
the  United  States  to  signalize  its  restoration  to  legislative  control 
by  reviving  the  policy  which  proved  so  disastrous  to  British  shin- 
ping  interests  from  1852  to  1858." 

I  Oh,  that  the  Republican  or  Democratic  parties  would  have  the 
courage  to  imitate  the  Polk  Administratiott  in  the  example  es- 
tablished at  that  time,  with  such  remarkable  financial  results  in 
surplus  of  funds  to  our  Post  Office  Department  as  President 
Polk  shows.^ 

To  avoid  error  or  confusion  as  to  the  history  and  identitT^  of 
our  ships,  as  Senator  Frye  justly  reflects,  let  us  review  events 
in  the  history  of  our  shipping  and  then  consider  what  is  our  duty. 


2  m        1  See  sttl>sequeiit  pages,  In  order  (1845  to  ISSO)  for  tide  raeotd. 


1>8 


HISTORY  OF  AMBBICAN  SHIPPIIIO, 


WlMr,  C^romhgical  Record.  * 

1402.  Columbas  landed  with  vessels  of  aoiall  tonnage,  only  one 
of  wMeh  iiossesaod  a  deok. 

1517.  Tlie  Biacayans  of  Spain,  and  the  Basques  and  Bas  Bretons  of 
France,  we  are  told  by  Jefferson,  were  the  first  adven- 
turers with  fishing  fieeta  on  our  northern  ooasts ;  as  many 
as  "  fifty  ships  being «een  lit  one  time.** 

1577.  The  French  had  150,  the  Spaniards  100,  the  Portuguese 
50,  the  English  only  15  ships  in  American  waters. 

1607.  The  "Virginia**  w«  built  on  the  coast  of  Maine,  the  year 
of  the  first  settlement,  Virginia,  and  afterwards  plied 
regularly  across  the  Atlantic,  although  only  of  30  tons. 

1609.  Henry  Hudson  entered  the  "  Manhattan  "  river  in  the  ser- 

vice of  the  Butch,  commanding  the  ship  "  Half  Moon.** 

1610.  Lor^liili^lre  found  four  sailing-vessels  at  Norfolk,  the  Vir- 

ginia, Discovery,  Patience,  and  Deliverance ;  but  the  sec- 
ond was  British,  and  the  last  two  West  Indian — thus  pre- 
saging a  ibreign  monopoly  in  the  history  of  our  shipping. 

1614.  The    Onrust**  was  built  by  Block,  a  Knickerbocker. 

1616.  England  sent  over  eight  ships  from  London  and  Plymouth 
for  trading  purposes.  Capt.  John  Smith  built  several 
ships  for  fishing. 

1620.  The  "  Mayflower,"  of  180  tons,  landed,  December  22,  at 
Plymouth  Rock,  with  the  Pilgrim  Fathers — ^the  mant 
mmrier  of  "Free  Ships.'* 

1622.  The  Ply|^pth  Company  complained  of  abases  on  their 
coast.  ' 

1629.  The  Massachusetts  Bay  Company,  of  London,  sent  ship- 

wright emigrants  M^jSf^w  England,  headed  by  Robert 
Moulton.  •SHi' 

1630.  Shallops,"  mmUl  boats  of  £0  tons  and  two  masts,  were 

common  and  popular. 

16*^1.  The  "  Blessing  of  the  Bay  "  was  built  on  the  Mystic  river, 
owned  principally  by  Gov.  Winthrop,  and  highly  valued. 

16S5,  The  great  shipping  name  of  HoUingsworth  first  became  fa- 
mous. Richard  HoUingsworth,  it  seems,  built  the  first 
ships  of  as  heavi/  tonnage  as  three  hundred  torn. 


^Prepared  from  gOToral  authorities  and  incidental  records. 


THE 


CARAVELS 


OF 


CHRISTOPHER  COLUMBUS 


WITH  NINETY  MEN 


COMING  TO  AMEfilGA 


'ii"ift,j|.p 


SAHTA  MAMEA. 


Sttiled  from  Spain  Friday,  August  3,  1492. 
Arriyed  at  San  Salvador,  Friday,  October  12,  1492. 


(19) 


ONE  OF  THE  FIRST  SHIPS 

< 

BUILT  IN  NIW  YORK  HARBOR. 


lUILT  BY  ADRUN  BL5CK,  ON  MANKATTAH  ISLAND. 

'(Xlieteliocka-  Type.) 

9m  page  18. 

It  is  recorded  that  tlie  four  huts  made  hj  Bldck  for  hit  mon  were  the  irtt  eet- 
tlemeots  on  the  lower  part  of  the  Island. 

Block  sailed  up  the  Sound  towards  Cape  Cod,  in  the  Fishery  Industry,  and 
rested  on  the  land  that  still  bears  hit  iiAme-*"  Bk>ck  Island."  (See  Coastwise 
Shipping  —Fisheries.) 

(20) 


HISTORY  OF  AMERICAJJ  SMIPFIHQ. 


21 


1640.  Rev.  Hugh  Peters,  of  Massachusetts,  became  noted  as  a 
great  advocate  of  "  home  shipbuilding"— may  his  name 
live  forever  in  the  history  of  his  country  and  in  the 
.  hearts  of  our  people ! 

1643.  William  Stephens,  a  shipbuilder,  astonished  the  Goloniste 
and  the  British  by  building  ships  of  over  600  tonnage  at 
Gloucester. 

1646.  Application  of  the  Navigation  Laws  of  England  to  Colo- 
nial  shipbuilding.  Here  begins  the  remarkable  jealousy 
of  Great  Britain  toward  the  rapid  development  of  our 
great  shipbuilding  Industry.  m 

1651.  British  Navigation  Laws  were  again  increased  in  severity, 
called  the  "  Famous  Act,"  aimed  at  Dutch  and  Colonial 
shipping.    Newburyport  becomes  a  shipbuilding  yard. 

1660.  The  act  of  1651  made  more  severe  by  increased  restric- 
tions  against  American  shipbuilding  and  trading. 

1668.  "  Monopoly  "  begins  its  history  in  Colonial  trade  by  British 
aggrandizement;  notwithstanding  which,  shipping 
thrives  at  Salem  and  Rowley. 

1686.  Few  York  city  incorporated,  with  a  shipping  interest  of  ten 
vessels,  and  tonnage  of  less  than  100  tons  each,  and 
about  200  barks  of  less  than  50  tons  each. 

1710.  Contentions  began  between  American,  British,  French 
and  Dutch  seamen  in  the  lishing  industry  ot  our  coasts'. 

1714.  The  first  schooner  "  built  at  Cape  Ann,  by  Capt.  Andrew 
Robinson. 

As  early  as  1730  the  Merchant  Marine  of  the  American  Colo- 
nies began  to  develop  so  rapidly  that  commercial  jealousy  caused 
England  to  impose  severe  tonnage  dues,  taxes,  and  restrictions 
upon  Colonial  Shipping. 

In  1750  there  was  held  in  London  a  public  meeting  to  "pro- 
mote British  shipping  and  navigation,"  the  object  being  to  pre- 
vent ships  owned  by  native  Colonists  from  being  employed  in  the 
carrying  trade  between  the  American  Colonial  coast  and  Great 
Britain. 

In  a  cursory  review  of  the  history  of  events  relating  to  Ameri- 
can shipping  that  followed,  and  that  led  to  our  Navigation  Laws, 
'  It  IS  only  necessary  to  recall  the  "Act  of  Parliament  in  1765,"' 


HISTORY  01  AMIRICAK  SEIPPIKQ 


restricting  the  exportation  of  Colonial  products,  and  prohibiting 
imports  and  exports,  except  in  Britisli  ships. 

The  "  Tax  Slump  Act"  followed  the  same  year,  and  the  first  and 
early  denunllllli^  people  of  taxation  for  the 

benefit  of  foreign  shipping  was  made  emphatic  on  the  arival  in 
Few  York  of  the  "  Tax  Stamps,"  by  seizure  and  consignment  to 
the  fiames;  an<|  ^r,  in  1774,  by  the  seizure  in  Boston  of  tea 
consigned  to  mllAants  at  that  port. 

This  brief  review  brings  ns  to  the  struggle  for  Independence 
on  the  seas  as  well  as  at  home. 

It  was  for  the  parental  right  of  the  American  ship  that  omr 
Fathers  fought,  and  yet  to-day  it  is  declared  "  an  orphan  !" 

Before  the  creation  of  our  Goveriiment,  the  greater  portion  o 
the  Shipping  of  the  American  Colonies  was  owned  by  mer- 
chants of  Great  Britain,  as  will  be  seen  in  comparison  with  our 
present  ratio,  as  follows : 

Year.  Maiiocff&rmgt^mommMp.   Maiio  of  home  ovmer»hi§>. 

The  Colonies!   1770  Five-eightlis  .   Three-eighths-  

The  United  States  *-  1882  Eighty-iv©  one  hiinaredths.  Fifteen  one  hiindredtht. 

Thus  we  are  forced  to  look  upon  a  proportionate  deterioration  * 

more  mortifying  than  we  would  suppose,  even  with  the  knowl- 
edge  of  our  decadence  continually  in  our  mind. 

There  has  never  been  a  time,  during  the  long  period  of  two 
centuries,  since  the  far-sighted  Sheffield's  prediction,  that  the 
British  Government  has  not  watched,  with  eagle  eye,  the 
progress  and  decline  of  our  varying  fortunes  in  this  industrial 
development. 

Our  American  State  Papers  (commencing  with  Volume  1) 
record  fully  and  frequently  the  endeavors  of  British  cruisers  to 
control  even  our  coasting  trade,  and  "  to  restrain,  generally,  our 
commerce  in  corn  and  other  provisions." 

It  hardly  needs  to  be  repeated  here  that  "  the  abuse  of  privi- 
leges in  our  harbors"  and  the  aid  contributed  by  the  (so-called) 
Tories  "  to  depredations  upon  our  ships  and  upon  those  of  the 
Prench,3  led  to  the  enacting  of  our  iJ^avigation  Laws,  based 
identically  upon  those  of  Great  Bntain. 

1  Bused  upon  data  given  by  Pitkin  and  by  Seybert. 
•  See  following  pages. 

*See  official  correspondence  of  Secretary  Jefferson  and  "citizen  Genet,  Minister 
Bini|>ot«iitiary  of  «i«  French  Bepublic,  to  the  citizens  of  the  United  States." 


MISTOEY  OP  AMERICAN  SfflPPINO. 


28 


Petition  after  petition  #as  presented  and  ur^ed  for  the  enact- 
ment of  navigation  laws  from  States  of  the  North  and  South. 

The  trials  of  our  shippers  are  indicated  in  the  following  ex- 
tracts from  such  petitions  of  trade  organizations : 

"It  is  sufficient  for  us  to  join  our  Northern  brethren  in  assert- 
ing that  we  have  most  severely  felt  the  want  of  such  a  navigation 
act  as  will  place  our  vessels  upon  an  equality  with  other  nations. 

"  Charleston,  April  2,  1789. 

"Amongst  the  advantages  looked  for  from  the  National  Gov- 
ernment, is  the  increase  of  the  shipping  and  maritime  strength 
of  the  United  States  of  America  by  laws  similar  in  their  nature 
and  operation  to  the  British  Navigation  Act.^ 

"  Baltimore,  May  4,  1789." 

Here,  and  from  these  causes,  began  this  system  of  committees 
investigating  into  the  condition  of  our  Merchant  Marine. 
On  Angust  7th,  1789,  it  was — 

^'Ordered,  That  a  committee  be  appointed  to  bring  in  a  bill  for 
further  encouragement  of  our  commerce,  and  the  protecting  of 
the  navigation  of  the  United  States." 

The  Annals  of  Congress  are  so  full  of  interesting  debates  on 
this  great  economic,  and  so  clear,  that  it  is  surprising  that  any 
doubt  could  exist  in  the  minds  of  any  one  as  to  the  cause  of  the 

<}reation  of  our  Navigation  Laws,  especially  in  the  writings  of 
■one  who  claims  to  be  a  friend  and  expounder  of  our  shipping 
conditions,  and  it  is  incomprehensible  that  any  one  should  be*^ 
misled  by  the  idea  that  such  laws  could  by  any  means  be  associ- 
ated wi^  slavery  restrictions. 

The  Annals  (Vol.  11,  p.  1685)  record  the  following  evidence: 

On  the  22d  July,  1790,  Mr.  Goodhue,  from  the  committee  ap- 
pointed for  the  purpose  (of  framing  Navigation  Laws)  presented 
a  bill  for  registering  ships  or  vessels,  for  regulating  those  employed 
the  coasting  trade  and  fisheries,  and  for  other  purposes,  which  was 
read  twice  and  committed.  ^ 


*S««  also  following  pages,  under  heading  "Navigation  Laws,"  for  importaat 
-data. 

■  Since  the  above  was  written  as  an  arffuinent  for  the  Joint  Select  Committee, 
•one  of  its  ratmbers,  the  Hon.  Mr.  Cox,  m  a  speech  in  Congress,  January  6,  upon 
the  bill  n^torted  hj  that  committee,  refers  to  the  work  Siat  the  writer  bad  in 


HIBTOET  OW  AMIEIOAH  Slimif0. 


There  was,  however,  no  deiiiite  aeilon  mmn  upon  this  hill 
until  the  foH«i^g  session  of  Congress. 

On  Decem.heiEiilt|iilli(||{  of  Bepresentatives,  in  Com* 

mittee  of  the  Whole — 

^*JResdved^  That  it  is  the  opinion  of  this  Committee  that  a  bill 
oQght  to  be  brought  in  for  the  farther  encouragement  oC  the 
navigation  of  the  United  States." 

And  it  was — 

I  **Ordered,  That  a  committee  he  appointed  to  prepare  and  brin^ 
in  a  bill  or  bills  pursuant  to  said  resolution,  and  that  Messis. 
Boudinot,  Jackson,  Tucker,  Ashe,  Parke,  Smith,  Clvmer,  Vin- 
ing,  Benson,  Sherman,  Goodhue,  and  Foster  be  of"  said  com- 
mittee." 

II  I  I  I    IPT'  '' 'III  I  I  llllll^l 

These  w«il||M  predecessors  of  the  members  of  your  Joint 
Committee,  and  the  noMe  and  wise  patriots  who  framed  and 
made  onr  Navigation  Laws. 

As  quoted  above  from  American  State  Papers,  it  will  be, seen 
that  opilll^^  lifll^^       upon  onr  people  by  the 

collusions  between  a  great  number  of  Tory  citizens  of  the  United 
'  States  and  the  British  and  **  depredations  upon  our  ships." 


mind,  and  quotes  tiM  iunii  m  iMnrily  to  settle  the  point,  without  doubt,  m 

follows :  Mr.  C5o»  s«i4^llli^^^^^ 

**  It  is  bejoud  douM  that  the  origin  of  our  navigation  laws  was  a  compact 
with  ilafery.    This,  David  A.  Wells  has  shown  most  vividly  rn  his  volume  on 
the  *]fefcanttle  Marine.'   New  England  was  en^^uged  in  shipping  and  ia 
Iransporting  and  selling  slaves  to  the  South.   She  desired  to  hold  the  monopoly 
of  that  trade.   This  she  secured  for  a  periodi  by  the  extension  of  the  titti 

*thQ  "imm^^^^^li^  Mr.  Bftncrollyii||||||^  recent  "  History  of  the  Constitu-' 
tUni,'*  effectually  dfnMteea  of  such  theory  fn  several  parts  of  his  valuable  and 
interesting  worK.  He  sayi,  referring  to  the  action  on  the  slave  trade,  this 
4m&mm  wm  mitpkd  with  m  ilmmmmd' of  priviUgm  for  IA«  shipping  interest^'*  (p. 
161,  vol.  2.)  ' 

The  compromise  made  between  the  Northern  Representatives  and  those  of 
G«onua  and  South  Carolina,  moved  by  Mr.  Finckuey,  of  South  Carolina,  and 
.■4|||l|pl  by  Mr.  Gbrham,  of  M'aisachusetts,  was  **  to  extend  the  time  allowed  for 
the  importation  of  slavee  MU  lA«  feur  vis.,  for  twenty  years,  (p.  168, 

vol.  2.) 

Cocke,  in  his  "History  of  the  Constitution,"  speaks  of  ''compromising  upon 
equal  privileges  of  ports  for  the  slave-trading  ship^,''  but  where  is  the  association, 
to  say  nothing  of  the  van!  «f  irvidence,  !n  the  opposition  to  slavery  of  our  own 
people  and  the  protection  of  their  own  commerce,  products  and  pride  ft*om 
racroachments  of  British  ships  running  around  our  ports  and  over  to  the  West 
Indies.  Buch  an  assertion  is  a  dernier  resort  in  the  sophistry  presented  in 
b«hs1f  of  free  ships. 

liOrd  Sieileld  attributes  our  laws  to  the  British  and  Jamaica  ''  Rum  trade." 
and  to  *'  French  attachments."  Tho  Aitiiiils  of  Congress  are,  however,  oor  onljr 

authority. 


MISfORT  09  AlCIRICAir  SRIPPIIIO. 


25 


President  Washiegton  coKimeiitecl  in  sitefal  special  m^sfiges 
upon  tbese  facts,  in  forwarding  communications  of  Secretary 
Jefferson  and  (bis  snceessor)  Secretary  Randolph,  particularly  of 
trading  vessels  carrying  mounted  guns,  "  vessels  loaded  with 
flour  and  lumber  bound  to  Barbadoes,"  (from  Philadelphia  and 
Charleston)  "  of  300  tons  burden,  and  had  mounted  tour  small 
guns  "—to  protect  trade  1   (American  State  Papers.) 

The  Qoveroor  of  Maryland  (Thomas  S.  Lee)  reported  many 
like  cases,  one  of  a  British  ship  in  the  port  of  Baltimore  with 
twelve  pieces  of  ordnance.  "  Those  guns,"  he  says,  "  are  not 
taken  as  an  article  of  merchandise,  but  for  ofiensive  measures," 
and  which  dodged  the  law  and  ran  out  of  port  on  suspicion. 

In  view  of  the  very  clear  and  empliatic  testimony  of  an  Ameri- 
can President,  an  American  Secretary  of  State,  the  several  Gov- 
ernors of  the  States,  the  citizens  of  the  port  cities  and  coast  of 
those  States,  all  recording  in  harmony  the  cause  of  the  creation 
of  our  iS^avigation  Laws  in  official  papers,  to  be  told  at  this  day 
in  argumentative  work,  as  by  Mr.  Wells,  in  a  recent  publication 
.  mis-entitled  "  Owr  Merchant  Marine,"*  that  those  laws  were  a 
concession  in  compromise  wUh  slavery,  is  most  astounding,  com- 
ing from  one  so  able  and  well  informed. 

Mr.  Wells  quotes  from  Mr.  Mason,  of  Virginia,  "  that  this  in- 
fernal traffic  originated  in  the  avarice  of  British  merchants," 
**  about  this  ne&riotie  traffic,"  Ac  ;  but  where  is  the  application 
of  this  to  the  depredations  of  British  ships  upon  American  com- 
merce, so  distinctly  described  by  Minister  Adams,  at  the  Court  of 
St.  James,  who  wrote  as  follows: 

**  This  being  the  state  of  things,  you  may  depend  upon  it  the 
commerce  of  the  United  States  will  have  no  relief  at  present, 
nor,  in  my  opinion,  ever,  until  we  shall  have  passed  navigation 
acts.  If  snch  measure  is  noi;  adopted  we  shall  be  derided,  and 
the  more  we  sufier  the  more  will  our  calamities  be  laughed  at." 

The  only  point  of  Mr.  Wells  that  appears  to  indicate  any  asso- 
ciation of  the  two  subjects  in  the  minds  of  the  fathers  of  our 
country  is  in  a  letter  of  Luther  Martin,  in  which  he  intimates 
that  an  agreement  was  made  to  lay  "  no  restriction  on  navigation 

*  Regarding  the  right  of  such  title  to  a  work,  the  writer  claims  priority  by 
copyright  of  Library  of  Congress,  1877— if  the  copyright  is  worth  more  than  the 
cost— and  has  since  made  inquiry  of  the  principal  Librarians  whether  such  title, 
With  prefix  "  Our,"  had  previously  appeared;  and  has  been  assured  to  the  con- 
trary. 


acts between  wMoli  (quoted)  words  Mr.  llliott  ineerto  "  the 
enactment  of/'  It  is  not  an  original  qnotatlon,  bnt  seems  to 
lia¥e  been  constroedto  snlt  « Elliott's  BebiHes/*  fdr  It  closes  in 
ambigoity,  viz :  "and  the  restrictive  claoae,  relative  to  navi^ 
tiion  acts,  was  to  be  omitted/'  It  would  require  a  decisioa  of 
ilie  Snpreroe  Court  as  to  the  meaning  of  these  words. 

ThuA  ^iiiilk'  Am^teft  Bhli^ng  was  stniggltng  under 
the  severe  rtitNplctlons  of  British  jeriousy,  and  how  it  improved 
under  the  festering  care  of  on?  ggfly  fethers,  the  effect  of  which 
will  be  better  seen  in  the  following  statistics  of  loss  in  exports 
and  increase  of  im{iort%  as  a  fweid  trade  upon  the  American 
Cblonasts,  vt«: 


1697  —  -  .  $130,000  $340,000 

woe   225,000  455,000 

lf«   72,000  855,000 

1760  -  —   87,000  2,900,000 

1770  —  760,000  7,100,000 

1776  -   4,000  276,000 

1780   ^WtW  17,160,000 


The  4rst  Congress,  consequently,  as  shown,  (pages  17, 18, 19,) 
diiected  its  attention  to  controverting  the  inluences  above  men- 
tioned. 

1772.  There  were  182  vessels  built,  viz:  128  in  Euglaad,  15  in 
Mew  York,  1  in  Hew  Jersey,  8  in  Pennsylvania,  8  in 
Maryland,  7  in  Virginia,  8  in  ¥orth  Carolina,  2  in  South 
Ctirolina,  5  in  Georgia,  and  10  in  other  Colonies  not 
named. 

1776.  It  was  in  the  year  of  our  Independence  that  the  first  at- 
tempts weiijM  navigate  our  great  Ohio  and  Missis- 
sippi rivers.  (See  following  pages,  "  Inland  Shipping.") 
Some  attempts  were  being  made  at  this  period  to  apply 
steam  to  navigation,  but  very  ineffectually. 

1778.  Thomas  Paine  reo<wd»d  his  "  Common  Sense  "  by  memo- 
rialiring  Congress  to  subsidize  and  thereby  encourage 
the  building  of  steamboats,  "  to  go  against  tide  aud 
stream." 

17iL  John  Paul  Jones  built  the  first  ship  of  the  United  States 
Kavy,  at  Portsmouth,  H. 


MISfOET  OF  AlfERIOAir  SaiPPIllO, 


27 


1784.  James  Bumsey,  of  Ceeil  coitnty,  Maryland,  eirhibited 
before  General  Washington  and  others,  on  the  Potomac 
river,  a  boat  propelled  by  mechanism — the  first  success, 
ful  attempt  ever  made  in  the  world,  of  which  authentic 
testimony  is  at  baiibi 

Of  this  fact  there  is  abundance  of  proof  in  the  correspondence 
of  Washington,  in  the  archives  of  the  Department  of  State,  Wash- 
ington, and  in  the  Annals  ^  Congress  of  later  years,  which,  as 
will  be  seen,  establishes  the  right  and  title  of  James  Rurasey  to 
the  immortal  glory  of  being  the  first  developer  of  the  great 
blessing  to  mankind  of  steam  navigation.  He  possessed  the 
confidence  of  the  "Father  of  our  Country,"  and  the  omis- 
sion of  justice  to  his  memory  by  his  oountrymen,  and 
the  worldy  as  well  as  its  important  identity  with  American 
Shipping,  demands  public  consideration,  and  prompts  the  writer 
to  more  fully  detail  this  record  of  history  than  would  otherwise 
be  presented. 

Report  317,  House  of  Representatives,  24th  Congress,  2d  Ses- 
sion,  records : 

"That  about  the  beginning  of  the  year  1784  James  Rumsey 
built  a  boat  at  Shepherdstown,  in  the  county  of  Berkeley,  Vir- 
ginia, intended  to  be  propelled  by  steam ;  that  in  the  fall  of  that 


1  A  work  of  Thomas  Gonzales,  Director  Royal  Archives  of  Spain,  records  an 
attempt  to  apply  some  mechanical  force  to  a  boat  by  Blanco  de  Garay.  in  Smunt 
1648.  *^ 

The  "Century  of  Inventions,"  by  the  Marquis  of  Worcester,  1665,  also  refers 
to  similar  efforts.  In  1690,  Denys  Papin,  of  France ;  in  1736,  Jonathan  Hulls, 
of  England,  of  whom  his  unappreciative  neighbors,  recorded  the  following  speci- 
nmn  of  doggrel  and  ridicule : 

* 

,  "Jonathan  Hulls 

With  his  patent  skulls 

Invented  a  machine 

To  go  against  wind  and  stream, 

Bat  ne  beinK  an  ass, 

Ooaldnt  bring  it  to  pass, 
And  so  was  ashamed  to  be  seen.** 

^Notwithstanding,  Hulls  was  wise  and  his  deriders  foolish,  aft  is  generally  the 
caes,  (and  notably  so  on  the  part  of  the  outsider  who  wrote  the  "  Cominiltee's 
Questions  "  deriding  American  Shipping)  ;  in  1769,  Genevois,  of  Switaerlaiid ;  in  4 
1774,  the  Perier  Bros.,  of  France,  invented  unsuccessful  contrivances^  all  imprac- 
ticable and  futile.  Hence,  as  will  be  seen  further  on  in  this  argument,  to  Rum- 
sey, Fitch,  Fulton,  and  others,  (see  pp.  39,  41,)  Americans,  belongs  the  glory  of 
practical  application  of  steam  to  vessels  j  and  yet  it  is  asked  to-d^y : 

"  Can  Americans  build  ships  ?  " 


'28 


UISTOBY'  09  AifSEIOAll  SBIPPIM0. 


war,  tlie  macliiiiery  and  the  boat  being  ready,  said  Rumsey,  his 
orother-in-law,  (Cbas.  Morrow,)  and  Nicholas  Orrick  went  on 
board  the  boat,  when  th^ngppiie  was  pushed  iuto  the  stream, 
the  machinery  was  put  in  motion  by  the  application  of  steam, 
and  the  boat  was  actually  propelled  by  its  a^ncy,  althongh  not 
to'  the  satls&etion  of  th:fl|||j|entor?'' 

With  the  above  brief  extract  froni  an  official  document,  it  is 
proper  as  well  as  interesting  to  give  the  following  affidavit  of 
Washington: 

I  have  seen  the  model  of  Mr,  Bnmsey's  boat,  eonstructed  to 
work  against  the  stream  ;  examined  the  powers  upon  which  it 
acts;  been  an  eye  witness  lo  an  miml  experiment  in  running 

K»rs  of  some  rapidity,  and  give  it  as  my  opinion  (although  I 
Mk  faith  before)  that  he  has  discovered  the  art  of  worlcing 
boats  by  mechanism  and  small  manual  assistance  i^iiist  rapid 
currents;  that  the  discovery  is  of  vast  importance — may  be  of 
the  greatest  usefulness  in  our  inland  navigation  [!]  and  if  it  suc- 
ceeds, of  which  I  have  no  doubt,  the  value  of  it  is  greatlv  en- 
hanced by  the  simplicity  of  the  work,  which,  when  explained, 
may  he  executed  by  the  most  common  mechanic. 

"  Given  under  my  hand  and  seal,  in  the  town  of  Bath,  county 
«f  Berkeley,  in  the  State  of  Virginia,  this  7th  day  of  September, 
1784,  Qiomoi  WASHiif®TON." 


Maryland  and  Virjgfinia  immediately  (October,  1784)  passed 
Acts  of  Legislation  granting  certain  privileges  for  ten  years. 
Mew  York  soon  granted  the  same  privilesre. 
^J^y  .as  i^i^with  a  d.«lM  &mUy,  and  coold  not 
ii^Sithe  headway  fin  desired  witiHE&dequate  facilities  and  for 
want  of  good  workmen.. 

In  1785  he  developed  his  steam  principle,  and  had  a  boiler 
made  in  Frederick  county,  Md.  His  correspondence  with 
Washington  (Ibis  complains  of  one  John  Fitch  "  coming 

around  and  endeav«iSii||^^^^^^^^  to  take  the  idea  of  steamboats  from 
him/'  By  the  aid  of  friends,  Rumsey  went  to  Europe  to  work 
up  his  engine,  and  it  was  while  absent  that  it  appears  influence 
was  brought  to  bear  (especially  upon  Patrick  Henry)  to  under- 
mine his  grants  Irom  th|y||||||litture8  of  the  several  States. 

It  was  from  Europe  n»  soniiiy  wrote  to  friends  about  a 
young  man  by  the  name  of  Robert  FuU&n^  in  whom  he  took  an 
interest,  as  will  be  shown  further  on. 


MISTOaT  Of  AMBEIOAN  SHIPPING.  29 

A  Report  of  Congress  {Mmrek  2, 1887,)  says: 

"Although  Fulton  is  entitled  to  the  honor  of  success,  still,  in  the  opinion  of 
your  Committee  *  *  *  fhat  the  labors  of  Rumsey  were  calculated  to  direct 
attention  of  those  skilled  in  mechanical  science  to  the  subject  of  steam  naviga- 
tion, and  to  lead  to  tho>e  imnrovements  which  have  so  eminently  advanced  this 
eountry  and  the  whole  world,  there  can  be  no  doubt." 


THE  FIRST  STEAMBOAT  IN  THE  WORLD. 


OF  MA.RYLAND. 


Exhibited  before  6eiier»1  WasMagton  and  many  otiien,  on  the  Fotomac, 
near  the  Capital  of  the  Nation,  1784  and  1787.  ^ 

The  boat  was  calcnlated  to  carry  100  barrels  of  flour. 

Vol.  70,  litports  of  Congress,  No,  817,  page  6,  records  the  fol- 
lowing: 

"  Numerous  pereoni Hmhh  llie  iwunlry,  as  well  as  men,  women,  and  children  firom 
town,  attended,  ^^le  bank  of  the  river  was  crowded  by  spectators.  0«^p||^ 
Charles  Morrow  was  placed  at  the  helm,  and  James  Rumsey  attended  to  i^e 
boiler  and  machinery.  No  gentlemen  were  permitted  to  go  into  the  beat,  though 
six  or  seven  ladies  were  prevailed  on  to  take  seats  in  her.  After  some  delay, 
while  all  eyes  were  fixed  on  the  boat,  she  started,  and  proceeded  up  the  river  at 
the  rate  of  three  miles  the  hour,  *  *  *  in  the  midst  of  cheers  and  huzzas  by 
the  crowd.    ^-        *    Gen.  Horatio  Gates,  who  was  nearsighted,  had  intently 

watched  the  boat  by  the  help  of  his  glass,  exclaimed  :  '  She  goes — by  ,  she 

goes! '    He  appeared  in  ecstasies.    The  boat  having  run  up  the  river  about  haU 
a  mile,  returned   *   *   *   amid  the  tumultuous  joy  of  the  crowd." 


*  As  explained  above,  the  boat  of  Rumsey,  of  1784,  was  not  as  nmch  developed. 
This  illustrates  the  development  made  afterwards.   See  foUowiog  evideaea. 


The  following  testimoniiil  explains  this  great  advance  made  in 
the  Shipping  of  the  world  by  the  genius  of  an  American  me- 

ebanie : 

**  OBRTIFIOAVl  <m  aJUIBSAL  OATJW. 

•*0n  MoBclmy,  BmaoiIiw  8, 1787, 1  wis  requeilfi,  to  see  an.  ox|i6ci;iiB«n%.'Oil'"'l]io 
Ft>toiiiftG  river,  iiiai«  hy  Jamm  Bmnaojr'a  timtm  boat,  and  had  no  smalt  pleataro 

to  am  her  get  on  her  waj,  with  near  half  h«r  httrthen  on  board,  and  move  agaUui 
li«  eurrmt  mi  ths  mlto  of  thrm  wuim  am  hmtr,  by  ik§  foree  of  Mieamf  vfkhoui  amf 
miermal  ^plieatum  whaiever.  I  am  well  informed,  and  verily  believe,  thai  lha 
machlna  at  jiresent  h  very  imperfect,  and  not  yet  capable  of  performino;  what  it 
could  do  if  completed.  I  have  not  the  least  doubt  but  it  may  bo  brought  into 
common  use  and  be  of  great  advantage  to  navigation,  as  the  machine  is  simple, 
light,  and  cheap,  and  will  be  exceedingly  durable,  and  does  not  occupy  a  space  of 
more  than  four  fttt  by  two  and  a  half. 

HORATIO  GATES, 
Late  Mi4.        of  tU  Contiamial  Arm§," 

Similar  certiicates  are  on  file  in  the  Department  of  State, 
signed  by  Charles  MjMy,  Eobert  Stubbs,  Henry  Bedinger, 
Thomas.  White,  AbrahOTBbpberd.,  and  others. 

This  was,  it  is  trae,  an  improved  boat  of  Rurasey's  over  that 
first  exhibited  by  him  before  General  Washington,  iu  1784,  but, 
as  will  be  seen  from  the  foUoidng  letter,  was  prematurely  exhib- 
ited  • 

**JUmjLFQLmt  Beeember  17, 1187. 

**'fo'  Hit  liiiillency, 

••0io:iWK  Washiiigton, 

*^  Mount  Vernon. 

•*  Si»:  Enclosed  you  have  copies  of  two  certificates  of  what  the  boat  has  per- 
fbrmed.  at  some  trials  we  have  been  making.  I  have  a  number  more,  but  as 
they  are  the  same  it  tubstance,  I  thought  it  not  necessary  to  copy  them.  We 
exhibiftt|||jpBr  many  disadvantages,  and  should  not  have  come  forth  publicly 
iintll  8pri%'|jf  it  had  not  been  for  Mr.  Fitch's  stealing  a  march  on  me  in  Vir- 
gi'iiia«*'' 

Mr.  Enmsey  continues  in  tlAiliil6#  in  a  strain  of  complaint 
against  Mr.  Fitch,  and  ennmerating  his  trials  and  need  of  means 
to  support  his  &mily  while  experimenting,  and  closes : 

*•  I  can  lay  hii|||||tiiat  however  unfortunate  I  have  been  in  the  attempts, 
my  greateit  .ambit|iii|,,it  and  has  been  to  deserve  your  esteem.  ♦  «  »  Tour 
letter  to  Oo¥ernor  Johnson  prevenM  lir.  Fiteh  lh)m  getting  an  Aet  hme*  Ton 
have,  sir,  ny  sincerest  thanks  for  the  many  favors  you  have  oonfinrred  on  me. 

I  mm  yomr  ni'ttch  obliged  and  humble  servant,  ISMM' 


HISTORY  OF  AMEBICAN  fiHIPPMie. 


The  following  testimony  serves  here  to  complete  this  record, 
viz: 

•*  I  have  seen  both  Mr.  Fitch's  and  Mr.  Rumsey's  machinery.  Mr.  Bumsey's 
plan  is  much  the  most  eligible,  simple,  and  practicable.  Mr.  Fitch's  machinery 
appears  bulky,  weighty,  and  complicated,  leaving  little  room  in  the  boat.  *  ♦ 
I  do  therefore  give  it  as  my  opinion  that  Mr.  Rumsey's  plan  is  to  be  preferred. 

«'Gi  ven  under  my  hand  at  Shepherdstown,  Berkeley  county,  Virginia,  Decern- 
l>®rl|1787.  HENBY  BEDINGEK." 

Ramsey  and  Fitch  thus  became  more  occupied  with  patent  law 
smts  than  with  the  development  of  their  great  inventions. 
Hence  Fulton  (see  following  pages,)  in  1807,  carried  off  Ram- 
sey's lanrels.  mmm 

In  1788  "  The  Rumsey  Society"  was  formed  with  Franklin  at 
its  head  to  aid  Rumsey ;  and  he  again  went  to  England  to  per- 
fect the  building  of  his  machinery,  but  the  strmn  upon  his  mind — 
of  genius,  poverty,  and  the  protection  of  his  rights  combined— 
was  too  much,  and  the  sad  news  soon  came  from  Europe  that 
Mr.  Rumsey  had  suddenly  died  ''  from  inflammation  of  the  brain,"  and 
thus  he  was  denied  the  honor  and  reward  tliat  awaited  his  ardu- 
ous and  persevering  enterprise.  His  last  letter  was  left  unmgned. 
Mr.  John  Beale  Howard  wrote,  (see  page  5,  same  Report  of  Con- 
gress) : 

**M  Mr.  Fulton  wns  In  BngUmd  at  the  time  of  Mr.  Bumsey's  death,  aai  bfti 

hem  intimate  with  him  it  is  probable  that  he  had  means  of  aoeass  to  the  matured 

model  and  pi^rs  of  Rumsey  and  may  deserve  %pplause  for  improvements  made 

in  steam,  but  James  Bumsey  is  certainly  entitled  to  the  fame  and  gratitude  of  his 

countrymen  for  his  enterprise  and  the  original  invention  of  propelling  vessels  by 
steam." 

Mr.  Henry  Bedinger,  whose  testimony  is  quoted  above  is  also 
recorded  as  writing : 

Thus  died  James  Kumsey,  in  the  midst  of  hope  of  success  of  years  of  study  and 
perseverance ;  and  his  family  and  descendants  have  remained  unrewarded  and  in 
poverty^  although  the  world  of  mankind  have  availed  themselves  of  his  invenOonat 
and  profited  by  them.  It  is  siiid  and  believed  here  that  Mr.  Fulton  by  some  means 
possessed  himself  of  the  experiments  and  inventions  of  James  Rumsey  and  after 
his  death  claimed  and  received  the  honor  and  profit  of  the  invaluable  experiments 
and  inventions  of  the  said  Rumsey.  Of  one  thing,  I  am  sure,  that  the  name  of 
Fulton  as  the  inventor  of  the  application  of  steam  to  propelling  ships  or  boats, 
was  never  heard  of  while  Rumsey  was  making  his  experiments  at  Shepherdstown. 
Further,  to  corroborate  this,  a  certain  Mr.  Pitch,  the  author  of"  Fitch's  Maps  of  the 
liakes,"  appeared  at  Shepherdstown,  incog.,  with  the  hope,  as  he  confessed,  of  catch- 


S2  BISfORY  Of  AMI&ICAK  SHIPPim 

ing  some  insight  of  Biimsey's  experiments ;  he  was  discovered,  and  escaped  with- 
mt  personal  injury  [see  pg®  T,  Report  317,  24  Cong.,  2d  Sess  ]  I  am  confident 
James  Rumsey  was  the  inventor  of  applying  steam  to  purposes  of  navigation  ; 
and  am  ready  to  appeal  to  all  yet  living  who  saw  his  boat,  and  observed  its  pro- 

Mtess^* 

was  inade  in  1889,  to  aid  the  destitnto  deacendants 
of  Mr.  Bemfiey  bat  whicli,  simila?  to  the  neglect  to  American 
Shipping  to-day,  Mled  as  will  he  herewith  seen. 

"  ReMohed  by  the  Senate  and  Home  of  Representatives  of  the  United  States  in  Con- 
^mm  ametnbledf  That  the  President  be,  and  he  is  liereby,  requested  to  present  to 
James  Rumsey,  Jr.,  the  son  and  only  surviving  child  of  James  Rumsey,  deceased, 
a  suitable  gold  medal,  commemorative  of  his  father's  services  and  high  agency 
in  giving  to  the  world  the  benefits  of  the  Steamboat." 

The  resolution  was  read  the  first  and  second  time,  and  the  further  consideration 
thereof  was  postponed  until  Saturday  next. 

Feb.  9,  1839.  The  House  proceeded  to  the  consideration  of  the  resolution. 

Resolution  (No.  46)  requesting  the  Fresident  to  present  to  James  Rumsey,  Jr., 
m  gold  medal. 
When  it  was 

Ordered,  That  t1i«^Hresolation  be  engrossed  and  read  the  third  time  to-day. 
The  said  «MMi^  ^^^'^^iNHIlAV  ^      ^^'^  pamd, 

Feb.  11,  lilw 

Feb.  12,  1889.  Referred  to  Committee  on  Jadiciary. 
Feb.  15,  1839.  Reported  adversely  by  Judiciary  Committee. 
March  2, 18S9.  Mwolution  rejected  by  the  Senate— doubtless 

through  influences  brought  to  bear  after  It 
passed  the  House  of  Sepresentatives. 

M^re  are  given  some  pages  of  history  illustrative  of  the  debt 
due  by  the  world  to  American  shipping,  and  due  by  oar  country 
to  an  American  ship-builder— a  phase  of  history  so  often  repeated 
of  InjustiiirMHl  neglect  to  this  greatest  of  all  Industries,  especi- 
ally to  the  United  States. 

It  is  here  presented  for  the  consideration  of  the  Select  Com- 
mittee and  for  the  people  in  contradistinction  to  the  unnatural 
and  incorrect  insinuation  of  the  Committee's  Questions  pro- 
pounded,  and  hoping  HnHtMi  greater  the  omissions  of  the  past, 
greater  may  be  the  future  provisions  agam^soch  history 

being  repeateJPP'^'"'^' •  PiPf 

  ■  ■  

mU^WmmA  fiM-  itony  incid«n«|.«t  MHory  that  Symington,  of  England, 
obtaiaflillli  Idea  of  iIMmi  navigation  flMilK  iMliiisey'i  exhibition  on  the  Thames, 

m  hi»  primiii  was  identical,  (in  after  years,)  and  yet  Lindsay  and  other  British 
writers  make  the  severest  reiectiona  iipoa  Fulton  for  imitating  Symington.  For 
llirthor  comintnl  upon  mmt  points  of  hlitorj  see  following  pages.  (1807.) 


HrSTOBY  OF  AMIBICAH  SHIPPING.  38 

The  effi>rts  to  apply  steam  ('*  navigation  by  ire  ")  were  as  many 
fis  the  months  of  the  year. 

1790.  Oliver  Evans,  of  Pennsylvania;  Nathan  Bead,  of  Maasa* 

chusetts;  Charles  Beynolds,  of  Connecticut;  William 
Longstreet,  of  Georgia,  and  many  others,  all  "  came 
near"  acquiring  the  immortal  distinction  of  Fulton. 

1791.  January  6.    The  Secretary  of  the  Treasury,  Alexander 

Hamilton,  reported  to  Speaker  Mnhlenbei^  Ae  follow- 
ing condition  of  our  Shipping : 

Total  tonnage  of  the  United  States : 

American  vessels  employed  in  the  foreign 


trade   ^  363  093 

American  coasters  above  20  tons  11™  113  181 

American  vessels  on  the  fisheries  ™  26^252 

rr  X  1  i?     .  ■    602,526 

Total  foreign  tonnage   .  oao  qiq 

United  States  and  British  -11111111111111117""  312 

United  States  and  other  foreign  IJll'Il'lHI'"!'"  338 


Total  •'^ ..766,089 


Thus  it  will  be  seen  that  the  tannage  of  foreign  ships  in  our 
ports  at  the  time  of  the  enactment  of  those  laws  was  about  one- 
half  of  that  of  our  own. 

The  most  remarkable  coincidence  in  the  history  of  American 
shipping,  however,  is  the  following  exhibit  of  the  conditions  of 
this  great  industry,  taken  verbatim  from  the  report  of  the  Secre- 
tary of  Staje,  Thomas  Jefferson,  to  Congress  on  February  2, 1791 
in  reference  to  the  coastwise  depredations  upon  our  commerce 
and  shipping. 

Secretary  Jefiisrson  first  presents  our 

ADYANTACklBS.  > 

neighborhood  of  the  great  fisheries,  which  permits 
tld  ImuZT  ^""""^  ^^^'"^  ^""^^^     theu"  wives 

"  2d.  The  shore  fisheries  so  near  at  hand  as  to  enable  the  vessels 
to  run  into  port  in  a  storm,  and  so  lessen  the  risk  for  whidi  dis. 
tant  nations  must  pay  insurance. 

urnLw       '^^^^^J^^herles,  like  household  manufactures, 

employ  portions  of  tim#  which  would  otherwise  be  useless. 


^Amedoan  Stat©  Papers— Commerce  and  Navigation 

3H 


i#  HISIOBY  m  AMBiimN  SHlPPIHe. 

**4tli.  The  smallness  of  tbe  vessels  which  the  shortness  of  the 
¥ojfi^  enables  us  to  employ,  and  which  consequently  require  but 
m  small  capital. 

*^l|lli|l|ini0  cheapness  of  our  yessels,  which  do  not  cost  the  half 
of  the  Baltic  ir  vessels,  computing  price  and  duration. 

6th.  Their  eicellence  as  sea-boats,  which  decreases  the  risk 
and  quickens  the  feturns. 

•«ttk  The  superiority  of  our  mariners  in  skill,  activity,  enter- 
pnse,  sobriety,  and  order. 

«<  8th.  The  ^^hMPess  of  provisions. 

§th.  The  cheapness  of  casks,  which  of  iliilf  is  said  to  be  equal 
to  an  extra  profit  of  15  per  cent." 

Secretary  JefliiMii  then  points  to  the  causes  that  even  at  that 
early  period  undermined  our  shipping  interests. 

TiY&ATi'irA'ii'i'Aimn  1 

*<  lst.  The  loss  of  the  Mediterninean  markets. 

*«2d.  Exclusion  from  the  markets  of  some  of  our  neighbors. 

♦*Sd.  High  duties  (tariff)  in  those  of  others. 

*«4th.  Mmmtimmihe  imUmiit^  eompemm  wMh  m» 

What  a  forcible  illnstnition  again  of  history  repeating  itself! 
JElEere  are  actually  the  words  of  Thomas  Jefieraon  to  Congress  in 
1791,  telling  as  it  were  o-ifl^^  condition  to-day ;  'yet  statesmen 
seem  not  yet  to  have  learned  the  evils  and  the  causes  of  continued 
depression  of  American  shipping. 

The  pages  of  history  tell  so  emphatically  and  stfangely  the 
iimilarity  in  the  events  and  conditions  to  those  of  our  shipping 
to-day  that  liMpsthey  rewritten  Midi  published  as  current  news 
their  application  would  be  complete.  There  is  the  same  necessity 
i>r  national  protection  to  the  ship,  the  same  Ibreign  bounty  is 
paid— only  greater  and  more  cunningly — the  same  dependence 
or  monopoly  of  American  commerce  sought  and  to  be  resisted. 

Indeed  the  MM^^  bf  fiir  to  preeent  to  the  country 
IB  history.  In  fiK^pSSltli^^  more  eloquently  than  by 
tongue  or  pen,  will  be  heard  the  pleadings  of  the  foreign  des- 
troyer of  our  Industries ;  the  same  old  Tory  cry  against  the  truth, 
and  the  Mnt  attempts  to  ridicule  the  efforts  of  those  who  favor 


^AoMtiiisii.  Stato  fi|i«r»— €oiiiiii«veo  sod.  Wftvifaliim. 


The  CflIU)  OF  AMEBICM INDUSTBT  calM  "AN  ORFIAN; 

AND  MADE 


A  GALLEY  SLAVE. 


m 


BI8T0RY  Of  AMERICAN  SHIPPING 


liome  ships  grows  bolder  Ikrai  discouragement  and  loss  to  those 
who  have  endeavored  to  risk  their  personal  wealth  without  that 
hountj  given  to  their  competitors,  as  Mr.  Jefferson  has  expressed 


shove*  »ia,aMimiw»..-  , 


l?i7.  The  three  reaowned  United  States  frigates  were  laonched— 
the  "  Constitotton  "  of  Boston  which,  while  under  Hull, 
Morris,  and  Stewart,  was  proudly  termed  the  **  Old  Iron- 
sides," from  her  staunchness  and  remarkable  naval 
reeotd--->s^  Jloaimg^  although  remodeled  into  a  Sohod- 
ship;  ihe  "  IFnited  States,"  of  Philadelphia,  termed  the 
Old  Wagon,  also  renowned ;  and  the  «  Constellation," 
of  Baltimore,  so  bravely  fought  by  Truxtun. 
1800.  During  the  preceding  decade  American  Shipping  suffered 
¥i6is8it|i||8  that  would  have  destroyed  the  commercial 
enterprise  of  an  J  people  of  lees  courage  or  perseverance. 
The  innate  nautical  talent  and  skill  of  Americans  was  indes- 
tructible, their  marine  spirit  irrepressible. 

A  singular  history  of  circumstances  in  the  blending  of  the 
J|l«liui0%  the  trials,  and  ultimate  achievements  of  four  Ameri- 
ciai  dMliMd  to  revolutionize  the  Shipping  of  the  world,  occur- 
red at  this  date,  villli^^  acquaintance  and  cooperation 
between  Chancellor  Livingston  and  Nicholas  J.  Roosevelt,  of 
New  York,  John  Cox  Stevens,  of  2^ew  Jersey,  and  Robert  Ful- 
ton. 101^"- 
As  shown,  (on  fi^vBl,)  Fulton  had  met  Bnmsey  in  Fans. 

Livingston  was  tben  United  States  Minister  there.  And  these 
four  all  combined  to  develop  steam  in  Shipping.  Fulton — 
American  like — accomplished  two  things  at  once,  in  marrying 
the  Chancellor's  daughter  and  in  inaugurating  steam  naviga* 
tion.   (See  pages  B9-4L) 

II'lM^tiring  this  (last)  decade  that  Stephen  Girard  and  Isaac 
Hazlehurst,  of  Philadelphia,  began  their  "  Philadelphia,  New  Or- 
leans, and  San  Doniingo  Line,"  under  great  difficulties,  but  finally 
established  their  success  with  those  beautiful  ships  built  on  the 
Delaware, mid  called  by  Girard  *'¥oltaire,"     Bouaseau,"  and 

MIH^  opened  a  remunerative  .Asiatic  trade. 

 w'T'w  II  iiWiwiiirT'lp  iii||i|i|fii  'HrHllli"^,!  I '  ■ 

Congress  having  taken  the  control  of  our  tonnage  rights, 
placed  a  sacred  clause  in  our  Constitution,  which,  to  the  shame  of 
4>nr  official  record,  has  been  outrageously  violated,  viz  : 

«*  M  S$mk  »Mi  wiBomt  lit  emmni  of  Om^rm  lay  any  duiy  ujmmi  immaye," 


HISf 0B¥  Of  AMBBIGAH  SSIPflirO. 


87 


Why  the  violation  of  this  clause  has  been  pennllted,  is  beyond 
the  comprehension  of  any  "  Constitutional  judge,"  except  as  a 
result  peculiar  to  the  enactments  of  our  Shipping  "  Court  of  Errors  " 
— the  American  Congress  of  later  years. 

Meanwhile  British  depredations  upon  omr  commerce  continoed. 

MsmorialB  from  every  port  of  our  coast  were  made  fiom 
time  to  lime  and  fi^m  which  the  folloi;li(piid;ract8  are  taken, 
and  of  which  there  are  volumes : 

Message 

0/  the  President  of  the  United  States  to  OmgresSy  JwMtary  29, 1806. 

Having  received  from  sundry  merchants  at  Baltimore  a 
memorial  on  the  same  subject  with  those  which  I  commu- 
nicated to  Congress  with  my  message  of  the  17th  inst.,  I  now 
commnnicate  this  also  as  a  proper  sequel  to  the  former,  and  as 
making  part  of  the  mass  of  evidence  of  the  violations  of  our 
rights  on  the  ocean.  '  ■-'HHIP 

Thomas  Jefjfersoit. 

Memokial. 

To  the  President  of  the  United  States  and  the  Senate  oM  Mouse  of  Rep- 
•  resenkitives, 

(A  paper  of  25  pages.) 

*  *  *  :a|l' 

Your  memorialists  will  not  trespass  upon  your  time  with  a  re- 
cital of  the  various  acts  by  which  our  coasts,  and  even  our  ports 
and  harbors,  have  been  converted  into  scenes  of  violence  and 
depredation,  by  which  the  security  of  our  trade  and  propertv  ha& 
been  impaired. 

*  *  *  *  * 

Mark  Pringle.  William  Wilson. 

Hugh  Thompson.  Luke  Tiernan. 

John  Sheriock.  Robert  Gilmore. 

John  Strieker.  J.  A.  Buchanan. 

Lemuel  Taylor.  John  Hollins. 

Henry  Payson.  James  Calhoun. 

Benjamin  Williams.  Alexander  McKim. 

Thomas  Tenant.  WiUiam  Patterson. 

David  Stewart  Samuel  Sterett 

John  Swan.  John  Donnell. 

Thomas  Hollingsworth.  William  Lorman. 

Joseph  Sterett.  William  Taylor. 

George  Stiles.  Stewart  Brown. 
Balwmojus,  Jmmrjf  21, 1806. 

The  New  York  Chamber  of  Commerce  memorialized  Congress 
to  evince  a  deeper  interest  in  behalf  of  our  shipping,  as  will  bo 
seen  in  the  following  extract: 


BISf  ORY  01  AMIRIOAH  »HIPPIlia 


**  The  active  enterprise  of  ilie  American  mercbants  is  con- 
stantly looking  abroad  to  every  part  of  tbe  world  for  a  market, 
md  if  it  is  any  wbere  to  be  fonnd,  or  if  there  is  only  a  reason- 
able presumption  that  it  may  be  found,  the  farmer  meets  with 
a  ready  vent  for  his  produce.  Perhaps  the  calculation  of  the 
merchant  may  be  disappointed,  and  he  even  ruined,  yet  the  mis- 
fortune reaches  not  tlie  &rmer,be  has  the  same  benefit  of  a  good 
market 

"But  should  American  vessels  ever  disappear,  he  must  then 
be  entirely  at  the  mercy  of  chance  adventures  for  a  market,  and 
when  the  demand  if  not  verjr  great  the  price  of  the  freiorht  will 
be  deducted  from  iie  article  itself  All  this  must  necessarily  (end 
emea^edfy  to  iessm  ike  value  of  the  farmer's  produce.'* 

Here  is  still  another  illustration  that  the  history  of  to-day  is 
but  tWMill^^  of  lamentations  on  account  of  our  Shipping  for 
a  centniy;  'Si;  too,  is  forcibly  presented  the  pecmiiary  interest 
of  the  American  farmer,  developed  by  shipping  enterprise  at 
home,  in  contradistinction  from  dependence  upon  foreign  ships 
and  foreign  shipbuilding. 

44pnnif  m  January  28,  1806,  tbe  Secretary  of  State,  James 
IMson,  appealed  to  Congress  for  further  protection  to  our  ship- 
ping,  and  setting  |||^^  against  the 

The  history  of  Our  MEeifehant  Marine  for  the  first  half  century 
of  Ameriean  Independence  is  jjlorious  to  review,  not,  however, 
without  vicissitudes  and  trials. 

IMi^^  and  protected  hy^NIi  wise  Stateamen  of  their  age, 
the  rapid  strides  made  In  commerce  and  navigation  are  unprece- 
dented in  the  annals  of  nations.  Yet  you  have  asked,  why  we 
cannot  have  ships l^g^ 

So  great  was  th^piK  of  our  Statesmen  of  that  period,  and  so 
deteroM  their  judgaiMMito  uphold  it,  that  the  war  of  1812 
was  preferred  to  renunciation  of  their  "  Revolutionary  prin- 
ciples" or  to  the  loss  of  American-built  ships. 

•  mmf9^m$§gfsm  Wfeated. 

Sbglaiid  omitinued  Btrtking  at  onr  commerce,  but  our  Stales- 
men  then  stood  firm,  and  Amiila  won. 

ffPfi  1800  to  1850,  the  United  States*  Flag  was  prominent  on 
eveiy  ocean.  Our  country  eEoelled  all  other  nations,  and  the 
Baltimore  Clipper"  was  the  champion  of  the  world  and  the  pride 
of  onr  people. 


BISTORT  OF  AMERIOiyf  SlIPFim 


39 


1807*  Robert  Fulton  applied  steam  to  propelling  a  ship  in  con- 
stant daily  service,  ai^d  practically  inaugurated  a  new 
era  in  the  Shipping  of  the  world,  liunisey,  as  we 
have  seen,  by  death,  lost  the  golden  opportunity  to 
achieve  immortality  in  fame,  and  Fulton  harvested  his 
hard-ploughed  field  and  gave  the  fruit  to  the  world. 

The  failures  of  Fitch  had  caused  the  Legislature  of  New  York 
to  revoke  a  grant  given  to  him,  and  extended  the  same  privilege 
to  Robert  R.  Livingston,  Chancellor  of  the  State,  and  the  finan- 
<$ial,  iaithful,  and  sanguine  backer  of  Fulton. 

"Steamship"  became  a  synonymous  term  with  **the  €han- 
43ellor*8  hobby,"  and  indeed  he,  like  Rnmsey,  Fitch,  and  Fulton, 
was  often  pronounced  crazy  by  those  who  possessed  no  talent  to 
appreciate  advancement. 

It  was  on  August,  7, 1807,  that  the  "  Clermont "  steamed  from 
the  foot  of  Gourtlandt  street  up  the  Hudson  river.  **The 
wharves,  piers,  housetops,  and  every  coigne  of  vantage  were 
filled  with  spectators."  Of  twelve  berths,  every  one  was  taken, 
at  $7,  through  to  Albany,  on  her  trial  trip. 


CLBKMONT, 

OB 

OF  CLERMONT. 

Named  aflar  Fulton's  wife,  daughter  of  Chancellor  Livingston, 

BUILT  BY  CHABLKS  BBOWK,  HXW  TOBBI.. 


m 


As  tit  iKMit  steamed  out  from  the  dook  her  oonmittiidir  was 
greeted  with  both  jeers  and  cheers. 

Fulton  wrote :  I  ran  ap  in  thirty-two  hours  and  down  in 
thirif  hours."  It  was  ISO  miles,  thus  inaMng  §.w%  miles  per 
li0iir. 

It  is  Impossible  here  til  lliiiuierate  the  incidents  of  sueb  a 
great  episode  and  revolution  in  Shipping;  the  eftect  was  thrilling 
to  all,  of  delight  to  many,  of  terror  to  others,  especially  to  sailors. 

«  The  crews  shrank  beneath  their  decks  firom  the  terrific  sight, 
and  others  prostrated  themselves  and  besought  Providence  to 
.protect  them  from  the  applil^^  the  terrible  monster  which 
Wis  marching  ap  the  Me,  iigliting  its  path  by  the  fires  which  it 
vomited/* 


"PrmifDT^    WITT  11 A  TOT 

Mill  mm  a  ±  M  U  Xj  1 11  in . 


'^Hie  XiegiB]i|||||||||||piii|pf  BTew  ^||p|^j|^||^|iad  gruited  a  monopoly,  aa 
above  stated,  to  Livingston  ana  Fulton  for  twenty  years,  which 
precluded  opposition  or  equal  rights  within  the  waters  of  this 
State ;  and,  although  the  disposition  to  monopolize  was  the  same 
then  as  now  in  human  nature,  there  was  no  Anti-Monopoly 
I^mHi**  at  that  timft  't»  remonstrate  against  such  injostiee ; 
hence  It  was  lhali  all^oogh  Jdin  Cos  Stevens  only  a  few  daya 


MISTOBT  OF  AMEBICAN  SHIPPIHO.  43. 

after  also  snceeiied  with  a  steamboat  of  his  own  construction 
in  Kew  York,  the  "  Phoenix,"  he  was  denied  the  privilege  to  run 
her,  or  in  any  way  to  utilize  her  near  New  York. 

Thus  we  see  even  monopoly  is  but  "  a  repetition  of  history." 
Mr.  Stevens  was  compelled  to  send  his  boat  (the  Phmnix) 
around  to  the  Delaware  river  in  charge  of  his  son  in  order  to 
afford  the  public  the  benefit  of  her  great  advantages  in  steam 
propulsion. 

The  first  person,  therefore,  who  ever  took  a  steam  vessel  to 
sea,  as  the  Encyclopsedia  Bntannica  fairly  admits,     was  an 

American." 

THE 

GREAT  AMERICAN  MECHANIC. 

NAVAL  ARCHITECT,  AND  NAViQATOR, 


ROBERT  LiymOSTOir  STEVENS, 

Tba  Ant  eammudw  <rf  alMMt  controlled  on  the  Seftbyateam  only. 


4S  HI8X0BY  Of  AMSEICAN  SHIPPINQ. 

A  fartlier  frank  admission  is  made  by  the  same  British  author- 
ity, in  great  contrast  to  the  efforts  of  some  historians  to  belittle 
American  achievements  in  Shipping,  that  "  although  steam  navi- 
gallon  had  been  tins  early  introinced  on  American  waters,  U 
was  not  ail  the  year  1812  that  the  tfat  regular  passenger  steamer 
made  its  appearance  in  this  country,  (Great  Britain,)  on  the 
Clyde." 

This  boat,  referred  to  as  pljlllill^^  in  Great  Britain, 
five  years  after  the  regular  trips  of  the  Giermoiit  on  the  Hudson, 
and  the  Phcenix  on  the  Delaware  hid  been  established,  was  built 
and  run  by  Henry  Bell,  of  London,  and  called 


Filed  on  the  Thmnw  ri¥er  in  1812, 

Wmmit^'^M  years  afier  Rumsey^B  on  the  Potomac^  five  years  after  Fulton's  ^ 
m  Hm  Bmism,  md  one  ymr^after  Moosevdi'a  on  the  Mississippi, » 


And  yet,  in  the  face  of  all  this  important  history,  the  Select 
^Jsminitteo  <p  American  Shipping  has,  in  the  year  1882,  allowed 
somebody  ta«end  out— apparently  officially— the  "  Primer  Ques- 
tions,**  that  must  ferever  record  in  our  history  the  bias,  and  un- 
reliability of  the  person  who  perpetrated  auch  absurd  queries 
upon  an  American  public. 

That  there  is  "  nothii|||MF  binder  the  sun  "  seems  to  be  very 
iirciblj  proven  in  the  history  of  Shipping,  as  in  all  else  whatso- 
ever in  this  practical  and  impractical  world.  That  many  minds 
before  that  of  Fulton  applied  steam  to  Shipping,  even  success- 

Miy»  ili^  ^« 


1  Tbe  "  Committee  "  19  asked  to  make  a  note  of  this,  and  also  of  Bell's  claim 
llutt  Amerlimms  owe  everything  to  him  I 


HISTORY  OF  AMEBICAN  SHIPPim 


4a 


every  one ;  but  that  it  was  Americans  who  were  the  heroes  of 
this  grand  success  is  impossible  to  confute  with  facts.  It  is  to 
be  hoped,  however,  that  no  American  would  be  willing  to 
write  of  Hulls,  Symington,  and  Bell  as  has  been  written  in 

envious  spirit  of  our  shipbuilding  heroes  by  several  of  Great 
Britain's  best  writers,  in  the  past  and  recently. 

About  this  time  Oliver  Evans,  aided  financially  by  Captain 
James  McKeever,  of  Kentucky,  endeavored  to  apply  "  high 
pressure  "  to  a  steam  engine,  for  river  navigation. 

The  first  Ferry  Boat  was  also  plied  regularly.  (See  Inland 
Shipping.) 

1809.  Mr.  and  Mrs.  Nicholas  J.  Roosevelt  undertook  the  first 
trip  by  steam  from  Pittsburgh  to  New  Orleans.  Mr. 
Roosevelt,  aided  by  Chancellor  Livingston,  (the  fitther- 
in-law  of  Fulton,)  here  commenced  his  enterprise  of 
building  the  steamer  New  Orleans,"  but  &8t  made 
the  trip  in  a  small  boat,  in  exploration.  ^ 

Like  a  Maryland  woman,  Mrs.  Roosevelt  stood  and  sailed  by 
the  side  of  her  husband,  determined  that  nothing  should  be  left 
undone  that  a  noble  wife  could  do  in  aid  of  her  husband's  ambi- 
tion and  American  enterprise  in  Industry.  Taking  her  maid 
along,  she  was  firm,  in  her  resolve,  and  in  November  they  left 
Pittsburgh,  in  a  boat  fitted  up  by  Mr.  Roosevelt,  and  arrived  at 
New  Orleans  eariy  in  December,  stopping  a  while  at  Loaisville. 

The  perils  and  incidents  of  the  trip  are  thrillingly  interesting, 
and  indicative  of  American  pluck  and  zeal  in  navigation,  although 
too  long  to  narrate  here;  but  unless  the  fearful  decline  of  Ameri- 
can Shipping  is  soon  stayed,  it  is  not  unlikely  that  the  indignation 
of  our  people  will  be  so  great,  and  that  indignity  so  keenly  felt 
against  Congress  for  neglect,  and  against  the  Tory  agents  of 
foreign  tramp  ships,  that,  as  in  the  South  during  our  civil  war, 
the  women  of  our  country  will  send  short  garments  of  white 
linen  to  those  milk-and-water  writers  and  lobbyists  who  are  so 
cunningly,  cowardly,  and  treacherouslj,  or,  if  posaiUe,  igno^ 
rantly — ^for  it  moat  be  one  or  the  other — n^lei^ng,  misrepre- 
senting, and  destroying  the  revival  of  our  past  prestige. 


*The  most  interesting  history  extant  of  this  brilliant  and  heroic  undertaking 
yf'iW  be  found  in  a  pamphlet  of  Mrs.  Roosevelt's  brother,  J.  H.  B,  Latrobe,  pub- 
lished by  the  Maryland  Historical  Society. 


1111.  Mr.  and  Mrs.  Roosevelt  in  this  year  again  made  the  trip 
fhm  Pittsbnrgli  to  Few  Orleans,  but  this  time  in  a 
perfected  steamboat— let  it  be  remembtfed  and  wdtten 
in  golden  letters  of  bi8tory--oifi  TiAft  Buron  mmn 

WAS    A   STEAMBOAT   PLYINO  BEOULARLY  ON  THE  THAMISt 

om  on  AMY  WATER  uk  England. 

This  fact  is  particnlarly  called  to  the  Committee's  attention. 

It  is  not  snrprising  that  amid  the  startliag  episodes  of  this 
enterprise,  the  terrible  current  of  the  Mississippi  river,  chased 
by  canoes  of  Indians,  alarms  of  ire  on  board,  and  worse  than  all, 
appalled  by  earthiinakes  of  that  year  "  that  shook  the  earth  to 
its  center/'  and  even  **  changed  the  channel  of  the  river  and 
swept  awixv  one  of  the  islands  near  them"* — it  is  not 
snrprising,  we  repeat,  that  sich  an  enterprise  brought  i^rth 
a  i^lll^^  American  sailor;,  that  a  child  of  the  water 
was  born  of  parents  so  amphibious  in  taste,  zeal,  and  patriotism 
as  a  trophy  of  American  Industry,  from  the  noble  Maryland 
heroine,  to  the  country,  so  lovingly  faithful  to  her  heroic  hus- 
band, and  true  to  the  maxim  engraved  upon  the  escutcheon  ot 


American  Congress  that  refnees  to  subsidise  an 
enterprise  and  Industry  that  yields  us  such  results ! 

It  such  spirit  and  zeal  were  infused  in  more  of  our 
lay,  and  the  birthright  of  American  Industry  would 
not  be  a  finiud  from  foreign  asylums,  and  the  American  Ship 
truly  *•  an  orphan."  * 

England  eacpects  every  man  to  do  his  duty,  but  provides  for 
the  fiHMMll  liroflk^lpp  Exchequer— hence  her  Seaman  and  Mer- 
chant  Mavy. 

It  was  this  year  (1811)  that  Gonvemeur  Morris  established  a 
company  to  develop  inland  navigation  or  transit,  by  building  a 
Canal.  He  obtinned  the  appointment  of  the  following  commis- 
sioners :  Stephen  mm^mm^^  Be  Witt  Clinton,  Simeon  Be 
■■ITitt,  William  Morth,  Thoil^^   and  Peter  B.  Porter. 

Chancellor  Livingston  anJI^^  Fulton  were  ^rward 
added. 


>  See  Mr.  LfttroWf  eztracst  |  it  is.|il|t|pt  Itiitory 
•See  Beiolulion  of  the  Hoil  Mr.  Hj^  page  IS. 


HISI01IT  Of  AMERICAN  SHIPPim 


1812.  Maryland  established  the  First  Great  Epoch  in  Atnerican 
Shipping  by  the  building  of  a  new  model  ship,  the 
Baltimore  CUpper^  which  were  made  of  "  the  form  of 
the  wave  of  the  ocean,'^  ^eimous  for  their  &8t  sailing 
and  as  the  best  appointed  vessels  in  the  world  for  many 
years  after,  carrying  generally  several  guns  each. 

This  Qrpe  of  ship  wils  developed  by  the  war  for  rapid  sailing. 
The  Interest  and  enterprise  taken  by  Baltimore  merchants  in 

American  Shipping  has  been  shown,  (pages  37  and  38,)  and  of 
those  whose  names  are  there  recorded  were  as  fine  types  of  com- 
mercial enterprise  and  noble  character  in  every  respect  as  ever 
lived. 


WILLIAM  WILSON, 

rOUNOER  OF  THE  HOUSE  OF 

WILLIAM  WILSOK  4  SONS, 

1780-1SSO. 

Of  this  old  firm  of  four  generations  only  two  of  the  third 
generation  remain,  and  the  fourth  line  of  posterity  have  ^oand 
better  investments  in  other  pursuits  ;  but  the  house  wiU  always 
be  part  of  the  history  of  the  Shipping  of  our  country. 


46 


HISTORY  OF  AMERICAN  SHIPFIirQ. 


11 


The  names  of  Soiitlicorab,  Leverly,  Barney,  and  many  othera, 
slioald  be  written  in  a  tablet  of  iniperishable  stone,  to  comnierao- 
mte  the  old  Monamental  City  for  the  enterprise  of  her  sons  ot 
Sliipi>ing|||||d,a»try  and  the^^iiiiflis.||^^  imnaortalized  the  com- 
maEdere  of  the  «*  Falcon,'*  "  Globe,"  and  "  Nonsuch." 

The  iime  of  these  Clippers  spread  to  all  parts  of  the  world, 
and  grew  as  the  success  of  their  model  became  more  t^ene rally 
known.  Boston,  Hew  York,  and  Philadelphia  adopted  the  prin- 
ciple at  oMpiAid  England  soon  after  imitated  them  very  success* 
Ihlly,-  at  .J&rleen. 

The  names  of  John  Currier  and  Donald  McKay,  of  Massachu- 
setts, are  too  familiar  to  need  particular  reference.  The  type  of 
Shipping  merchants  of  that  old  State  is  marked  in  the  characters 
if  Willim^mjrf  Elias  H.  Derby,  Joseph  Peabody,  J.  W.  and 
athaniel  Sogers,  Charles  Hill,  (a  partner  for  some  time  of  John 
rrier  in  shipbuilding  and  an  extensive  Shipping  merchant,) 
Brown,  Russell,  and  many  others  too  numerous  to  specify,  whose 
names  are  written  in  the  ledgers  of  British  Shipping  houses  as 
€onlributingto  the  prosperity  of  the  world;  and  yet  the  "  Ques- 
tions "  of  the  Clommitlee  intimate  that  there  can  be  no  Shipping 
in  iliMM^     unless  we  purchase^  the  tramp  stock  of  England. 

Why  must  an  American  Shipping  Committee  take  partial 
British  history  ?  Why  is  it  always  so?  Why  cannot  the  true 
history  of  American  Shipping  be  taken  by  an  American  Con- 
gress, instead,  m  has  been  the  case  tor  twenty-five  years,  of 
going  to  the  very  partial  fvritings  of  enterprising  and  far-sighted 
rivals  itt iSie  Shipping  Industry.  ^ 

The  spirit  of  statesmen  of  that  day — Timothy  Pickering,  De 
Witt  Clinton,  and  others — in  the  development  of  our  Shipping, 
should  be  emblaEoned  on  the  walls  of  our  Capitol, that  those 
whilllllll^^^  read  to-dajigf  #ie  prestige  of  the  past  and  the  im- 
fOlHM9^  of  the  present  in  legislative  action  in  behalf  of  this 

*  IT.  8.  Consul  Potter,  in  a  report  to  the  Department  of  State,  recently,  writer 
that,  were  British  merchants  consulted  or  allowed  to  dictate  a  policy,  they  coitti 
not  direct  a  cause  more  beHiliiiil  to  their  interests  tlian  the  destruction  of  Ameri- 
can shipbuilding  and  consequent  contribution  of  our  Carrying  Trade  to  British 
Siiips.   (See  following  pages.) 

*  II  was  in  1812  that  Clinton  was  first  authorized  to  submit  suggestions  for  a 
ftnalf  but  not'  until  1817  that  incorporation  therefor  was  Mde.  (See  Inland 
itifpliif  for  this  history  and  portrait  of  Clinton.) 


THREE  EPOCHS  IN  AMERICAN  SHIPPING. 


4,000  tons,  ja$  leet  long,  53  hdt  wide,  37  feet  deep,  4  masts,  each  with  lis^tnlng-rod. 
Owned  by  A.  A.  Low  &  Co.,  New  IToilc.  Built  by  Bonald  McKay,  Boston. 

(IBee  pace  U.)  (H) 


2l#if  leff  U  Ik  Ammem  Mip  of  ^  Mlpoek 


The  Hon.  Mr.  Lindsay,  an  eminent  Britieli  shipping  awtliority, 
iilllioiigli  u&aall  J  very  par^al  in  bis  expressions,  says : 

ft  I  already  shown  that  this  snperiority  consisted  mainly 
in  the  fact  that  American  ships  can  sail  faster  and  carry  more 
cargo,  in  proportion  to  their  registered  tonnage,  than  those  of 
their  competitors ;  but  their  improvements  did  not  rest  here.  In 
cottiidering  the  current  expenses  of  a  merchantman,  manual 
labor  is  one  of  the  most  important  items,  and  herein  our  cona- 
.petitors,  by  means  of  improved  blocks  and  various  other  mechani- 
cal appliances,  so  materially  reduced  the  number  of  hands  that 
twenty  seamen  in  an  American  sailing-ship  could  do  as  much 
work,  probably  with  more  ease  to  themselves,  than  thirty  in  a 
British  vessel  of  similar  size.  With  such  ships  we  failed  success- 
fully to  compete;  and  although  we  have  since  far  surpassed  them 
III  ocean  steam  navigation,  the  Americans  were  the  first  to  dis- 
paleh  a  ateamer  for  trading  purposes  across  the  Atlantic." 

And  particularly  by  Mr.  Grantham,  the  British  historian,  as 
follows,  can  never  be  blotted  out : 

«  Previous  to  the  development  of  steamships,  the  preponder- 
ance of  shipping  was  lalling  rapidly  into  the  hands  of  American 
ship-owners.  Thirty  years  ago  one  of  the  ^reat  objects  of  in- 
terest at  the  docks  in  Liverpool  was  the  American  sailing  packet, 
and  it  was  considered  that  a  stranger  had  missed  one  of  the  lions 
of  the  port  who  had  not  visited  these  celebrated  ships.  The  same 
prestige  w^as  felt  everywhere — on  the  Atlantic  and  Pacific  oceans, 
in  India,  China,  and  in  all  the  best  trades,  American  abips  ware 
most  in  demand. 

•«  The  navigation  laws  of  that  day,  indeed,  oflfered  some  limit  to 
this  aggressive  course,  and  when  these  laws  were  to  be  released, 
the  alarm  of  British  ship-owners  was  general  and  apparently  icwii 
gmmded;  but  a  remarkable  change  in  the  relative  position  of  the 
two  countries  is  now  witnessed. 

••The  probability  of  this  wis  long  foreseen  by  those  who  were 
practically  acquainted  with  the  question;  for  exactly  in  fnnpoT- 
thn  to  the  progress  of  ocean  Heam  navigation^  especially  when  irm  was 
to  be  the  material  for  building  sh^,  sa  rnvld  Engkmd  reassert  her 


m 


HISTOBY  Of  AMEBIOAN  SHIPPIMa. 


49 


1817.  Cornelius  Vanderbilt  first  embarked  in  Shipping  enter* 
prise. 

Bounty  or  subsidy  granted  in  Act  of  Congress  for  en- 
couragement of  our  Fisheries.  (See  Coastwise  Ship- 
ping.)  The  sum  of  which  ^'subsidy  paid,  not  includ- 
ing rebates,  to  1860,  amounted  to  over  916,000^0<K). 

And  yet  our  statesmen  to-day  are  afraid  to  talk  about  subsidy, 
as  though  more  immaculate  than  our  forefathers  in  enacting  of 
laws  for  American  enterprise.  The  cry  of  "  wolf"  is  not  always 
sincere,  but  often  to  divert  attention  ! 

The  famous  Black  Ball  Line  of  American  sailing  ships  was 
established,  and  of  which  the  following  old  advertisement  is 
more  descriptive  than  any  comments  of  to^lay  could  ei^iQSS  : 

"  OLD  LINK  OF  LITBBPOOL  FACKETS. 
TO  BAlh  OV  TMM  FIBST  AITB  SIXTSBHTB  itOMTH. 

I,  Liverpool  picleti  hsving  met  Wilb  geaenl  w^jjjgfjlfkm  and  sapport,  the 
owners  of  tiwoi  have  oonduded  to  add  to  the  number  of  venels  employed  in  tiiat 
etlaUiiliment ;  and  they  now  intend  that  the  IbUowing^  ships  siiall  sail  hewsen 
Hew  York  and  LiTerpooli  in  regular  sneeeision,  twice  in  each  month  from  each 
port,  leaving  both  New  York  and  Liverpool  on  the  Isl  and  16th  of  every  month 
throughout  the  year,  viz : 

"Ship  New  York,  George  Maxwell,  master. 
Ship  Columbia,  James  Kodgers,  master. 

"  Ship  Orbit,  Joseph  Tinkham,  master. 

*'  Ship  Wm.  Thompson,  R.  R.  Crocker,  master. 

**  Ship  Pacific,  S.  Maxwell,  master. 

"  Ship  Jas.  Cropper,  C.  H.  Marshall,  master. 

**  Ship  Canada,  Seth  G.  Macy,  master. 

"Ship  Nestor,  William  Lee,  jr.,  master. 

"These  ships  were  built  in  New  York,  of  the  best  materials,  and  are  coppered 
and  copper-fastened.  They  are  very  fast  sailers,  their  accommodations  for  pas- 
sengers are  uncommonly  extensive  and  commodious,  and  they  are  commanded  by 
men  of  great  experience.  The  prieeof  passage  to  England  in  the  cabin  is  now 
ixed  at  thirty  guineas,  for  which  sum  passengers  will  be  furnished  with  beds, 
bedding,  wine,  and  stores  of  all  kinds.   For  farther  particulars  apply  to,"  &c. 

Similar  advertisements  are  at  liand  oi  the  Philadelphia,  Baltic 
more,  New  Orleans,  and  other  lines  of  American  Ships. 

These  liaes  established  a  grand  record  of  American  Merchant 
Shipping,  and  developed  the  genii^at  and  iuaie  of  so  many 
American  Shipyards  from  this  date  antil  1855,  and  from  which 
came  the  **  Great  Republic,"  (see  pi^  4%)  the  **  Flying  Cloud/' 
and  many  other  renowned  ships. 

'  JDL 


mmmm  m  ambeicam  sHiVFiifd. 


181i.  Tlie  Btemnboat "  Wiilk  m  the  Water  "  opened  trade  on 
tlie  Lakes.   (See  "  Inland  Shipping  Conditions.") 

liia  And  now  a  record  is  niad^||j||fe  feat  in  American  Ship- 
ping enterprise,  of  a  p^e  ^SUtory  too  little  known, 
and  strange  to  say,  even  by  "  WoodcrofVs  Steam  Navi- 
gation"  declared  "  a  myth,"  and  by  many  British  au- 
thorities—the London  Illustrated  News  conspicuous- 
noted  with-lijiHili  ii|||iWI>t  positive  denial. 

!Ilie  tIeamsMp  "  SavawMAi"  built  the  year  previous  by 
Francis  Fichett,  New  York,  was  purchased  by  William  Scar- 
borough, of  Savannah,  Ga.,  with  the  expressed  determination  to 
mark  our  nation's  Shipping  with  a  grand  record  of  unprece- 
dented industry,  skill,  and  glory,  viz. :  to  send  across  the  ocean, 
efMMt  Russia,  a  herald  of  the  genius  of  shipbuilding  of 
Amit^ 

Mr.  Scarborough  enlisted  Messrs.  Sturgis,  Brown,  Harris,  and 
«Ml€ity,  in  this  great  enterpiise  to  revolutionise  the  car- 
rying tnde  of  the  world,  sanguine  of  success ;  he  secured  the 
services  of  Capt.  Moses  Rog«f8  Ibr  command  of  the  expedition, 
and  desiring  to  show  the  patriotic  spirit  predominating  at  that 
#me  in  his  commercial  home— which,  sad  to  say,  has  to  day, 
.mML  i^kmmmvimYiAt%n  of  the  oM  house  of  Octavus  Cohen  k  Go. 
and  one  or  two  otbers,  passed  into  foreign  monopoly— 4ie  namea 
his  steamship  after  tne  city  ■iinpiipnan. 

Could  the  enterprising  spirit  of  those  darted  patriots  but  be 
revived  to-day,  that  city  would  be  relieved  of  its  Rip  Van  Winkle 
nature  and  foreign  influence  that  handic^  lit  prosperity  and 
nilllllPI^     her  sons  of  Inj||||||^^^ 

On  May  11,  (1819,)  President  Monroe  visited  her,  and  the 
oity  presented  a  ftte  in  honor  of  this  great  event— inauguration 
of  oem^mmm  nav||||^  by  American  skUl,  pluck,  and  fore- 

Slgilt. 

Hire  Is  another  triumph  of  American  Shipping  enterprise; 
and  yet  it  is  asked :  "  Can  Americans  build  ships  !  " 


HISTOIF  Of  AMBBIOAll  SBIPPim 


51 


THE  FIRST  STEAMSHIP  THAT  0K08SBD  THE  OCEAN. 


1819. 


THl  "SAVATJfNAH." 

Ownocl  lly  William  ScttrbOYcnigli,  of  Georgia.  Coramancled  by  Moses  Mogen, 

BUILT,  NEW  YORK,  1818. 

Arrived  at  Liverpool  June  20,  1819 ;  steamed  to  St.  Petersburg,  and  returned 
to  Savannah  in  November  of  same  year ;  plied  for  years  in  Coastwise  Service,  and 
Imrned  off  Long  Island. 

On  approaching  the  British  coast,  she  was  siq^piksed  to  be  a 
ship  m  fate^  and  cruisers  endeavored  to  overtake  her,  with  a 

desire  to  aid  a  ship  in  distress,  as  ihe^  supposed. 

Sailing  from  Savannah  May  26,  she  made  a  notable  although 
long  voyage — explained  herewith  following— 4md  arrived  at 
England  June  20.   (See  letter  of  U.  8.  Minister  Rosh.) 

During  the  stay  of  the  "  Savannah  "  at  Liverpool  the  British 
regarded  her  with  suspicion,  and  the  newspapers  of  England, 
with  one  accord,  asserted  that  "  this  steam  operatioa  may,  in 
some  mannori  %  connected  with  the  ambitious  views  of  the 
United  States."  In  &ct,  the  most  ridiculous  comments  were 
made  and  ideas  suggested,  equally  as  irrelevant  to  the  existing 
conditions  as  the  insinuations  thrown  out  in  the  "  Queries  "  of 
some  person  for  the  Select  Committee. 


ii 


iistoi¥  Of  Ammmm  smmmQ. 


It  is  strange  mi  singukr  that  the  record  of  the  "  Savannah  " 
is  so  little  known  in  our  own  conntry.  Only  a  few  days  since 
the  writer  was  disputed  by  a  native  citizen,**  who  posl€vely 
contended  that  it  was  the  English  who  first  sent  a  steamboat  to  sea. 

Apropos  to  this  point,  as  our  people  are  so  willing  to  give 
away  their  own  laurels,  it  is  well  to  cite  some  similar  observa- 
tion.  The  ^%|fjjt||pii,yBeview,*'  Vol.  1, 1846,  says : 

•*  In  iMst,  whM  W^imii'  and  '  Great  Brilaia '  (of  Enfknd)  arriTed  in  Few 
York  liarlwr,  April  »,  18»8.  twenty  years  after  the  exploit  of  the  'Savan- 
nah/ they  were  received  with  extravagant  nanifestotlOM  of  delight ;  and  in  an 
editorial  of  the  New  York  Mt/preM,  April  U,  (and  othws,)  rdS»enoe  i«  made  to 
Ihe  nnninal  Joy  and  excitement  in  the  city,  it  being  almost  univenally  oonsid« 
ered  as  the  t)«g>ai^M||l||^  history  of  Atlantic  navigation. 

*«  the  achievemeai^lirlK'^^  I  was  ft»rgotten-her  tkillful  captain  no 
iMMffMNMMMII^  figlits ;  but  patriotic  citizens  protested  in  the  public 
pSi'^mWi^ig^t  itt  the  just  claims  of  Amenca." 

One  would  really  thiiAMMN^  Iba  M  who  wrote  the 

Select  Committee's  series  of  Questions "  had  reported  the 
above  article  for  the  New  York  Me^prm^  in  the  interest  of  British 

Shipping,  as  now. 

In  Passage  Churchyard,  near  Cork,  Ireland,  there  is  a  monu- 
ment  to  OaptallM  of  the  Brltisb  "•Sirius,"  with 

the  following  inscription : 

••This  stone  commemorates,  &c.,  the  merits  of  the  f  rst  officer  under  whose 
command  a  steam  vessel  ever  crossed  the  Atlantic  Ocean  (!)— undaunted  bravery 
«zhibited  in  the  suppression  of  the  slave  trade,  &c.,  recommended  him  for  the 
aidnons  service."— 

—Some  of  our  anti- American  Ship  advocates  might  as  well  make 
Caplalii  Boberts  the  framer  of  our  Navigation  Laws  as  to  try  to 
mix  tlw  same  with  slavery,  in  the  hope  of  recreating  old  preju- 
dices to  injure  American  8hippiiiPlli(8ee  pages  28-28'.)— 

— •«  The  thousands  that  shall  follow  in  his  trade  must  not  forget  who  it  was  that 
taught  the  world  to  travefse,  &c.,  the  highway  of  the  ocean  (with  steam.) 

—Yes,  but  the  wommi>^  remember  it  wm:4U  American 
MoeeB  Sogers,  and  not  the  British  Richard  ftoberts,  and  in  1810 
Instead  of  1888. — 

— «<l5od  having  permitted  Mm  this  distinction,  was  pleased  to  decree  that  the 
rearer  of  this  great  enterprise  should  be  also  its  martyr.  Cuptaia  Roberts  per- 
IiImI  IfiA  »W  on  board  his  ship-the  *  President,'  March,  1841.  ' 

Here  is  a  sacred  engraved  bj  the  Britash  people  un- 

jusiy  to  one  of  tll^^  as  well  as.  to  the  departed  and  deserving 
American  swlor.  How  gladly  would  the  writer  of  the  Com- 


HISTORY  OF  AMERICAN  SHIPPING, 


53 


mittee's  QueBtions  have  quoted  this,  had  he  known  it,  to  sustain 
British  opinion  !  But,  fortunately,  a  noble,  fair-minded  English 
writer,  Mr.  William  Goodman,  the  author  of  the  "  Social  History 
of  Great  Britain,"  has  recorded  : 

"As  far  as  this  memorial  hands  down  to  posterity  the  good  private  qualities  of 
the  much-lamented  and  ill-fated  commander,  (of  the  'Sirius,'  Captain  Roberts,) 
it  may  he  very  appropriate ;  but  it  is  due  to  the  fame  of  the  United  States,  to  his- 
toric truth,  to  science  and  to  navigation,  that  the  following  facts  be  duly  recorded, 
viz. :  In  Mr.  Bash's  Memoranda  of  a  Besidenceat  the  Court  of  St.  James,  2d  Vol., 
page  130,  will  be  found, &c.,  the  full  log  of  the  *  Savannah'  and  her  arrival  in 
America." 

Thas  the  feat  had  been  performed  nineteen  years  before  that 
of  Captain  Roberts. 

The  following  extract  from  the  archives  of  official  papers 
furnishes  proof  to  silence  hereafter  the  misrepresentation : 

Official  Dispatch  No.  76. 
From  U.  S.  Minister  to  England,  Richard  Rush,  to  the  Department  of  State. 

"  London,        &2, 1819. 

♦  ♦       .         «  *  *  ^ 

"Sir:  On  the  twentieth  of  last  month  arrived  »t  Liverpool  from  the  United 
States  the  steamship  'Savannah,'  Captain  Bogers,  being  the  first  vessel  of  this 
description  that  has  ever  crossed  the  seas,  and  having  excited  equal  admiration 
and  astonishment  as  she  entered  the  port  under  the  power  of  her  steam. 

"She  is  a  fine  ship,  of  three  hundred  and  twenty  [350]  tons  burden,  and  exhib- 
its in  her  construction  no  less  than  she  has  done  in  her  navigation  across  the 
Atlantick — a  signal  trophy  of  American  enterprise  and  skill  upon  the  ocean.  [This 
clause  is  especially  and  respectfully  recalled  to  the  consideration  of  the  Joint 
Select  Committee.] 

"I  learn  from  Captain  Rogers,  who  has  come  to  London  and  been  with  me, 
[hence  not  a  'myth,'  as  declared  by  "Woodcroft,]  that  she  worked  with  great 
ease  and  safety  on  the  voyage,  and  used  her  steam  full  eighteen  days. 

*^Hw  engine  acts  horizontally,  and  is  equal  to  a  seventy-two  horse  power. 
Be»  wfatels,  which  are  of  iron,  are  on  the  sides,  and  removable  at  pleasure.  The 
fitel  laid  in  was  flfloen  hundred  bushels  of  go«I|  wiiieh  got  exhausted  on  her 
entrance  into  the  Irisb  Channel. 

"  The  captain  assures  mo  that  the  weather  in  general  «om  eadremely  imfaoorablef 
or  he  would  have  made  *  much  shorter  passage  ;  besides  that,  he  was  five  daja 
detained  in  the  Channel  for  want  of  coal.      *  * 
II I  have  the  honor,  to  he,  &c., 

«  MCHAJtH 

Minister  Rush  also  wrote  of  Captain  Rogers  as  an  enterprising' 
intelligent,  and  patriotic  mariner  of  our  country,  and  expressed 
Mmaeif  anxious  that  he  should  have  every  opportunity  to  ad- 
vance the  interests  of  American  Shipping. 


MISTOET  Of  AMEBICAir  SHIfHlia. 


PMeg matic  stalesmen  and  incipient  patriots  may  think  of  this 
to-iaj  as  m  ordinarj  occnrrence,  but  there  was  far  more  in  it 
than  all  the  record  of  the  universe  for  the  last  quarter  of  a  cen- 
tniy.  It  has  been  termed  (hj  Captain  LI vi  ngston ) "  a  pmd  monm- 
im^W  'YmkeesMU;''  but  we  jnstly  claim  it  a  Southern  (Georgia) 
enterprise ;  hence  truly  Yankee,  because  truly  national ! 

&mr^  maf  aurprim  ike  world  affam, 

Mr.  Scarborough  died  poor,  and  Captain  Rogers,  who  had  also 
cominanded  Stevens'  boat,  in  going  irst  to  sea — because  Fulton's 
'boftt  monopolized  Mew  getting  into  the  streain 

from  dock  three  i%9  naotlcal  plack  and  skill  was 

wMhout  rival,  was  buried  soon  after  on  South  Carolina's  soil,  and, 
like  Rumsey,the  progenitor  of  the  motive  power  which  ho  (Rogers) 
aMd«>g»iidlj  to  inaagnrate  the  great  international  exchange  ot 
prodMiWa  interm!ngilngi|||||pOl>  of  the  world,  both  died  an* 
unrewarded,  and  to^ay  almost  forgotten. 
An  American  Congress,  unlike  a  wise  British  Parliament,  left 
erican  commercial  genius  and  honor  and  prosperity  to  de- 
m  in  national  enterprise.  At  this  very  period,  and  for  thirty 
yearS'  prevlqi|||||ppgland  was  paying  mUlkm  yearly  In  subsidy 
to  her   sail  packets." 

Here  is  presented  uncontrovertible  evidence  of  American  pres- 
tige in  Shipping,  that  has  so  often  been  denied,  as  a  tribute  to 
our  Southern  peoplp,  and  is  denied  to*day  to  our 

ISM,  The  iron  ship  "Randolph,"  sent  over  in  pieces  from  the 
Boulton  works,  in  England,  and  was  riveted  and  put 
together  complete  In  three  months  on  relishing  its 
owner  iaj||i|'anttah. 

The  difference  it  may  be  here  added,  is  that  the  '*  Free 
Ships  "  sent  over  at  this  time  are  of  such  old  or  tramp  "  stock, 
sold  cheap,  to  destroy  American  Shipping,  that  they  come  to 
pieces  after,  instead  of  before,  getting  here.  See  Gulnare,  Jeaii- 
nette,  &c.,  some  of  the  British  Coffin  "Free  Ships,"  sold  off  to 
Americans^tei/,,^  we  repeat,   {^^^ius  evidence.) 

1841.  The  "  South  Carolina,"  769  tons,  and  the  **  Rappahanno*** 
were  built.  "  The  latter  was  the  largest  merchantman 
ever  built,  at  this  date,  in  the  United  States,"  Length, 
ISO'  feti— Jfer€«iiitjle'  Jmrmit  Boston. 


HISTORY  OF  AMERICAN  SHIPPINf. 


55 


Macgregor,  in  his  British  "  History  of  Commerce,"  writes : 

«*The  sailing  ships  belonging  to  the  United  States,  which  sail  regularly  from 
Kew  York,  Boston,  Philadelphia,  Bath,  and  other  ports,  *  *  ♦  are  equipped 
in  a  style  of  extraordinary  perfection  and  beauty  and  navigated  with  the  utmost 
nautical  skill.  Those  which  sail  between  New  York  and  Liverpool  are  truly 
magnificent,  and  their  accommodations,  though  gorgeous,  combine  for  passen- 
gpm  all  the  luxury  and  comfort  of  splendid  hotels." 

This  record  of  a  historian  is  submitted  to  the  Shipping  Com- 
mittee, and  to  the  people,  in  refutation  of  insinuations  cast. 

The  yield  of  ^tm  Industry  that  year  to  oar  country  was 
12S|6M  tons,  of  which  the  i>llowing  comprised  part : 


Ameriem  Skipbtdldivg  Beeord. 


Shipyard  of — 

Tons. 

William  Brown, 

1  steamer  

  1,300 

John  Williamson, 

  740 

((  (( 

 -   350 

Welch  &  Allen, 

1  ship  — « 

525 

Fisher  &  Tomes, 

Smith,  Duncan  &  Gomstock, 

1  ship  .. 

  950 

Brown  &  Bell, 

  1,200 

II  II 

    100 

Westervelt, 

1  ship  .  

   dso 

II 

• 

  «eo 

liftwrence  &  Snowden, 

  m 

ti  It 

184^.  The  standing  of  nations  in  Shipping  at  this  date  stood  as 
follows,  vm, : 


NaUom, 

of  Vessels. 

Tonndge. 

  23,898 

3,007,581 

  19,666 

2,416,999 

  13,782 

839,608 

Sweden  and  Norway——  -  .,.p<,^»»^-. 

  5,450 

471,772 

Holland   _  

  1,528 

241,676 

239,000 

The  Sicilies     

  9,174 

213,198 

  6,199 

206,551 

tturkey   

  2,220 

182,000 

fiaidiAia  -   

  8,602 

167,860 

Dtnmark  -  .  

 8,066 

158,408 

2,700 

80,000 

Tbos  the  ratio  of  Amerioan  to  British  tonnage  Men  was  u«hxt 
PiB  OKNT.  It  is  now  fiftbbn  pbb  ceki. 


I 


m  BI8I0EY  OF  AMBIICAII  SHIPPIKa. 

No  country  has  ever  possessed  such  a  roll  of  sbipowners^ 
€OiiiMn||||^^  eii'lerprise  and  integrity  all  that  is  com- 

plete in  man,  as  did  the  mty  of  New  York,  at  this  time,  with 
Hettiy  Ghanncey,  W.  H.  Aspinwall,  G.  &  8.  S.  Howland,. 
Moses  H.  Grinnell,  Moses  Taylor,  the  Alsops,  Cornelias  Vander- 
Mlt,  (before  mentioned,)  and  others,  most  of  whom  recognized 
and  msemd  "  sti^^"  for  SMppin^^  from  the  Government. 

It  was  about  this  period  that  the  great  shipping  house  of  A.  A. 
Low  &  Co.,  of  New  York,  was  established,  which  firm  and 
toie  ships  are  still  world  renowned;  and  now  begins  the  great 
Sia  of  American  Shipping,  through  t|e  wisdom  of  the  Demo* 
dttbc  Party,  worthy  of  imitation  ^lllll^^ 

At  this  time,  of  the  Democratic  administration  of  Mr.  Polk, 
with  Mr.  Buchanan  as  Secretary  of  State,  and  Mr.  J.  Y.  Mason 
as  Secretary  of  the  Navy,  it  is  recorded  in  the  pages  of  our 
country's  history  that  **  British  steamers  swarmed  around  our 
coast,  North  and  South,  as  thick  as  cruisers  in  a  blockade."  The 
history  of  1776  in  Shipping  was  repeated. 

A  congres^onal  committee  similar  to  your  own  wiis  appointed 
to  Utwiagate  this  disastrous  condition  of  our  commerce  and  in* 
dependence;  and  ilip%  to  that  committee,  and  to  the  Ohiei 
Magistrate  of  our  country  at  that  time,  and  his  Democratic 
administration,  this  great  question  of  American  Shipping  wa& 
studied  carefully  and  practically— not  rushed  through  hurriedly 
fix  days,*'  nor  looked  upon  superficdally,  but  searched 
Mo  tlKm>ughly,  practically,  and  patriotically— and  the  wise 
result  of  that  Democratic  administration  is  the  only  page  of 
^  .  history  that  has  never  been  repeated.    That  result  was  an  Act 
'^'^^  of  Goograas,  approved^  March  3, 1847,  by  which  large  contract* 
"l^^i^ilP*  iilll**>r  the  construction  and  equipment  of  sea-going 
ilismships,  to  be  attached  to  the  navy,  and  also  far  other  large 
steamships,  to  he  employed,  after  construction,  in  the  carrying  of 
the  United  States  mails;  such  steamers  to  be  constructed  so  m 
to  render  them  convertible  at  the  least  possible  cost  into  war 
steameE^fpid  such  contracts  for  the  period  of  ten  years'  mail 
ierrice  to  hi  made  under  the  direction  of  the  Secretary  of 
the  Navy  and  Postmaster  CleneraL' 

>Fr«ii«iit  Jftmes.K.  PoUr,  and  wftrmly  ondoned  by  hii  OftMnot 
*8iii<30  tlie  mhme  was  written,  and  duriag  the  debate  in  Oongren  on  the  pas. 
m^ot  tke  ME  reiKirted  by  tbii  Joial  Ckmniittee,  tbe  queHidii  mum  as  to  the 


HISIOBT  OF  AlfEBICAN  SHIPPINO. 


57 


The  causes  that  led  to  this  wise  policy  on  the  part  of  Mr.  Polk 
and  of  Congress,  under  his  Administration,  was  the  able  report^ 
June  12, 1846,  of  another  predecessor  of  this  Committee — ^that^ 
took  time  to  thoroughly  study  our  shipping — ^led  by  the  Hon. 

Thos.  Butler  King,  of  Georgia. 

The  wisdom  of  this  measure  is  shown  by  President  Polk  in  his 
message  to  Congress,  December  7,  1847 : 

The  four  war  steamers  authorized  by  the  act  of  the  Sd  March, 
1847,  are  in  course  of  construction. 

In  addition  to  the  four  war  steamers  authorized  by  this  act, 
the  Secretary  of  the  Navy  has,  in  pursuance  of  its  provisions,  en- 
tered into  contracts  for  the  construction  of  five  steamers,  to  be 
employed  in  the  transportation  of  the  United  States  mail  from 
New  York  to  New  Orleans,  touching  at  Charleston,  Savannah, 
and  Havana,  and  from  Havana  to  Chagres ;  for  three  steamers 
to  be  employed  in  like  manner  from  Panama  to  Oregon,  so  as  to 
connect  with  the  mail  from  Havana  to  Chagres  across  the  Isth- 
mus ;  and  for  five  steamers  to  be  employed  in  like  manner  from 
New  York  to  Liverpool.  These  steamers  will  be  the  property  of 
the  contractors,  but  are  to  be  built  under  the  superintendence 
and  direction  of  a  naval  constructor  in  the  employ  of  the  Navy 
Department,  and  to  be  so  constructed  as  to  render  them  convertible 
at  the  least  expense  into  war  steamers  of  the  first  class.  A  pre- 
scribed number  of  naval  officers,  as  well  as  a  post  oflce  agent, 
are  to  be  on  board  of  them;  and  authority  is  reserved  to  the  Navy 
Department  at  all  times  to  exercise  control  over  said  steamers, 
aiid  to  have  the  right  to  take  them  for  the  exclusive  use  and  ser- 
vice of  the  Unit^  States  upon  making  proper  compensation  to 
the  contractors  therefor.  W  hilst  these  steamships  will  be  em- 
ployed in  transporting  the  mails  of  the  United  States  coastwise. 


correctness  of  the  endorsement  of  President  Polk's  Administration  of  the  policy 
of  sabsidy  for  the  maintenance  of  the  American  0hip ;  and  in  the  course  of  the 
discussion  the  Hon.  Hr.  Hammond,  of  Georgia,  iaid:---<Oong^  Bee.,  Jamtary  12, 

page  6.) 

'*  Mr.  Hammond,  of  Georgia.  The  questions  of  the  gentleman  are  very  numer- 
ous, but  the  answer  to  all  of  them  is  very  simple.  On  the  3d  of  March,  1847, 
JPresident  Polk  signed  an  act  for  the  building  and  equipping  of  four  naval  stmm- 
ships,  which  according  to  the  provisions  of  the  act  must  be  '  first-class  sea-going 
steamships,  to  be  attached  to  the  Navy  of  the  United  States.'  They  were  to  be 
built  under  the  direction  of  the  Secretary  of  the  Navy  and  officered  by  the  Navy 
of  the  United  States.  (See  9  U.  S.  Statutes,  187.)  They  w«f«  hnilt  as  war  res- 
aels,  under  the  grant  of  the  Constitution  to  Congress  of  power  to  '  proyide  and 
maintain  a  navy.' " 

As  this  represents  only  the  first  clause  of  the  provision  of  said  act,  it  happens 
appropriate  that  the  full  text  of  such  provision,  as  written  by  President  Polk  in 
his  message  to  Congress,  December  7,  1847,  has  been  here  given.  It  was  uoques- 
tionably  too  wise  an  act  on  the  part  of  the  Democratic  party  in  behalf  of  an 
American  industry — that  would  be  noble  to  imitate — ^to  be  lost  from  sight,  to  the 
honor  of  those  to  whom  is  due  the  immortal  fame  of  this  patriotic  act. 


mmmms  m  jkiisiiiOAii  sbipf ma 


and  to  foroign  countries  upon  an  annual  compensation  to  be  paid 
to  tlie  owners,  they  will  be  always  ready,  upon  an  emergency  re- 
onlring  it,  to  be  converted  into  war  steamers,  and  the  right  re- 
8tf  ireilill^  tliem  for  public  use  will  add  je^^^^^  ^^T^^Strm 
and  strenflli  of  tbis  descnption  of  our  naval  force.  1  o  the  steam- 
ers tins  authorized  under  contracts  made  by  the  Secretary  of  the 
Navy  should  be  added  five  other  steamers  authorized  under  con- 
tracts made  in  pursuance  of  law  by  the  Postmaster-General,  mak- 
ing an  addition,  in  the  whole,  of  eighteen  war  steamers,  subject 
%om  taken  for  public  use.* 

"As  further  contracts  for  the  transportation  of  the  mail  to  foF- 
«fB  mintries  may  be  ^g|j||irlced  by  Congress,  this  number  may 
be  enlars^  indefinitely. 

"jnb  adightaud  policy  hy  wMeh  a  rapid  communication  with  the 
wrwm  i&toiil parts  of  the  wmM  is  established,  h\j  means  of  American- 
huM  sea  steamers,  would find  an  ample  reward  in  the  increase  oj  our  com- 
meree  and  m  making  owr  comtry  and  its  resources  more  favorably 
bmm  abroad;  but  the  National  advantage  is  still  greater— of 
having  our  naval  officers  made  famihar  with  steam  naviga- 
tion,and  of  having  the  privilege  of  taking  the  ships  already 
«qaipped  for  immediate  service  at  a  moment's  notice,  and  will  be 
eheapTy  purchased  by  the  compensation  to  be  paid  for  the  trans- 
Bortation  of  the  mail,  over  and  above  the  postage  received.  A 
just,  Nationty^ide,  no  less  than  our  commercial  interests,  would 
seem  to  favWThe  policy  of  augmenting  the  number  of  this  de- 
iMBptlon  of  vessels.  They  caa  be  built  in  our  country  cheaper  and  in 
mmtms  than  in  any  other  in  the  world,  I  refer  you  to  the 
accompanying  report  of  the  Postmaster  General  for  a  detailed 
and  satisfactory  account  of  the  condition  and  operations  of  that 
Department  during  the  past  year.  It  is  gratifying  to  find  that, 
within  so  short  a  period  after  the  reduction  in  the  rate  of  postage, 
and  notwithstanding  the  great  increase  of  mail  service,  the  reve- 
nue received  for  the  year  will  be  sufficient  to  defray  all  the 
expenses,  and  that  no  further  aid  will  be  required  from  the 

Treasury  for  thai  purpose.  ,    .    . .  .1. 

•«  The  first  of  the  American  midl  steamers  authorized  by  the  act 
of  the  H  of  March,  1845,  was  completed  and  entered  upon  the 
service  on  the  first  of  June  last,  and  is  now  on  her  third  voyage 
to  Bremen  and  other  intermediate  ports.  The  other  vessels  au- 
thorized under  the  provisions  of  that  act  are  in  course  ot  con- 
struction, and  will  be  put  upon  the  line  as  soon  as  completed. 
Contracts  have  also  been  made  for  the  transportation  of  the  mail 
in  a  steamer  from  Charleston  to  Havana.   A  reciprocal  and  sat- 


tHere  iilPWlWdent  Polk's  eviPbf  i^ghteen  imUmd  ^^"^'J^^^^ 

•ml  quote  the  same  completely  in  hlrtorical  argument,  for  it  cannot  be  sympathy 
wiHi  iwiign  induitriea  thmt  etmm  pwvtrsion  ? 


A  Noble  Martyr 

TO 

AMERICAN  ENTERPRISE. 


E.  K.  COLLINS, 

FOUNDER  OF  THE  FIRST  AMERICAN  STEAMSHIP  LINE  to  LIVERPOOL. 

Vietta  mi  mm*  CMMpreasioAal  PUsbtedl  Faitfe. 

In  his  zeal  to  establish  the  best  record  in  running  time — driven  also  by  the 
exactments  of  Congress — rashness  naturally  supplanted  judgment,  and  on  the  27th 
of  September,  1864,  by  collision  with  the  Vesta,  the  Arctic  went  down. 
•  Mr.  OolHot  loit  wife,  son,  and  daughter,  and  others  nearest  and  dearest  to  him. 
Family  and  fortune  were  gone,  Congress  was  trifling  wi^  him  in  ^amaaak  mctlent 
and  other  misfortunes  followed  in  quick  succession. 

Through  the  six  years  of  his  contest,  the  tide  of  success  ebbed  and  flowed  to 
both  nations.  England  stood  Arm  and  supported  her  Ounaid  by  the  heaviest 
grants  from  the  British  Exchequer ;  America  weakened — deserted  t  In  the  very 
hour  of  need,  we  struck  down  Collins,  by  abrogating  his  contract,  and  the  United 
iStates  flag  went  down  upon  the  Atlantic.    (See  page  65.) 

(59) 


01  AXisi€jyi  mmwmet. 

Wm  BATS  OF  8ML. 
JSie  Trarmt  Gloria, 
TMM  DAYS  OF  SAIL. 

Mecori  #/  Ifa  Jfawiws  American  Vmsds  ijf  -BKtr^  -Bafi  litiie,  1846. 


;|lorlii.  AinofioA 

Columbus  

Soutli  America 
Bnglana  

Cambri%Q^  .....  « 
Europe^.... — 
Oxford  - 
Mmr  Ymk  


Hew  York 

to 

Liverpool. 

Slll]}i'a 

'Time. 

Cambridge 

19 

Orpbeiis  

24 

18 

Oxford  

22 

8<mth  America  ^  

2a 

North  America  

20 

26 

OrpiieiiB  — 

Liirerpool 
to 

New  York. 


Time. 


m 

29 
4$ 
U 
27 

81 

29' 


iMage  trip  outward  

Average  trip  homeward—!  

Longest  trip  outward,  "  Europe  "  

Longest  trip  homeward,  "  North  America  n- 
Shortest  trip  outward,  "  Sugland  "  

ShortMt  trip  homewardt  «*  Orpheus  " — . — 


88} 

36  " 

48  ** 

18  *• 

22  " 


THS  BBT]i|||||«    OF'  BTSAM. 
Ammmn  Ocem  Mail  Steamers y  1865. 

(From  official  reports.) 

OMmt  Idne,  8  ateamera,  9,727  torn. 
4,144  Ions.  Atlantic,  2,849.toni.  Baltic,  2,783  tons. 

Aictlc.       ^  .  Pacific. 
MM^^iimm^f  4,648  torn. 
▲lago,  2,210  torn.  Fulton,  2,808  tons. 

Vmtim-MU  Brtmen  Mm^  t  tAmmera^  6»ii28  ttma, 
|ftmll  ||ai  .  1,867  tons.         Ariel,  1,298  tons.         Tanderbilt,  8,360  tons. 

|Ais<«<  StfOta  MaB  SUmmaMp  Cbttjiatif ,  6  jleomer*,  8,644  ima. 
nfinoia, 8,128  tons:  Empire  City,  1,751  tons ;  Philadelphia,  1,238  tons ;  Granada, 
1,058  toni;  Moses  Taylor.  1,200  tons  j  Star  of  the  West,  chartered,  1,172,  (con- 
tracting  for  a  new  ship.) 

Faeifie  Mail  Steamship  Company,  13  steamers,  16,421  tons. 
€k>lden  Gate,  2,067  tons;  Golden  Age,  2,280  tons;  J.  L.  Stephens,  2,189  tons; 
ibnora,  1,616 tons;  St.  Louis,  1,621  tons;  Panama,  1,087  ton«;  California,  1,085 
tons:  Oregon,  1,099  tons;  Columbia,  777  tons;  BepubBc,  860 toM ;  Northeraer, 
Igniiiiia;  Ffemont,  676  tons;  Tobigo,  189  tons. 

'^mmim^  Smmmmk,  J%  Wm,  md  Bimm  1  ««eamfr,  the  Imbel,  1,116  tont- 
WmmmmmidmMlm,  ^  l,149|'toB.. 


HISTOBY  OP  AMEBICAN  SHIPPINa, 


61 


isflMstorj  postal  arrangement  has  been  made  by  the  Postmaster 
General  with  the  authorities  of  Bremen,  and  no  difficulty  is 
apprehended  in  making  similar  arrangements  with  all  other 
powers,  with  which  we  may  have  communication  by  mail 
steamers,  except  with  Great  Britain  (!) 

"  On  the  arrival  of  the  first  of  the  American  steamers  bound  to 
Bremen,  at  Southampton,  in  the  month  of  June  last,  the  British 
post  office  directed  the  collection  of  discriminating  postages  on 
all  letters  and  other  mailable  matter  which  she  took  out  to  Great 
Britain,  or  which  went  into  the  British  post  office  on  their  way 
to  France  and  other  parts  of  Europe.  The  effect  of  the  order  of 
the  British  post  office  is  to  subject  all  letters  and  other  matter 
transported  by  American  steamers  to  double  postage,  postage 
having  been  previously  paid  on  them  to  the  United  States,  while 
letters  transported  in  British  steamers  are  subject  to  pay  but  a 
single  postage. 

'''This  measure  was  adopted  with  the  avowed  object  of  protecting  the 
British  line  of  mail  steamers  now  running  between  Boston  and  Liver- 
pool, and,  if  permitted  to  continue,  must  speedily  put  an  end  to  the  trans- 
portation of  letters  and  other  matter  by  American  steamers,  and  gives 
to  British  steamers  a  monopoly  of  the  business,  A  just  and  fair 
reciprocity  is  all  that  we  desire^  and  on  this  we  must  insist!'' 

There  is  no  duplicity  in  these  words  of  President  Polk,  but 
his  rioj^ng  aimouncement  of  the  necessities  for  subsidy  to 
American  mail  steamsMps  is  in  strange  contrast  to  the  striking 
harangues  of  those  who  misrepresent  our  shipping  conditions  in 
and  out  of  Congress. 

Again,  the  following  year  President  Polk  presented  in  his 
message  the  benefits  reaped  under  this  liberal  policy  of  his  ad- 
ministration : 

'*The  increase  in  the  mail  transportion  within  the  last  three 
years  has  been  five  million  three  hundred  and  seventy-eight 
thousand  three  hundred  and  ten  miles,  whilst  the  expenses  were 
reduced  four  hundred  and  fifty-six  thousand  seven  hundred  and 
thirty-eight  dollars,  making  an  increase  of  service  at  the  rate  of 
fifteen  per  cent.,  and  a  reduction  in  the  expenses  of  more  than 
fifteen  per  cent. 

"During  the  past  year  there  have  been  employed  under  con- 
tracts with  the  Post  Office  Department  two  ocean  steamers  in 
conveying  the  mails  monthly  between  New  York  and  Bremen, 
and  one  since  October  last  performing  semi-monthly  service 
between  Charleston  and  Havana ;  and  a  contract  has  been  made 
for  the  transportation  of  the  Pacific  mails  across  the  Isthmus 
from  Chagres  to  Panama.  Under  the  authority  given  to  the 
Secretary  of  the  Navy,  three  ocean  steamers  have  been  con- 


SSI. 


m  Of  mmimiss  sBippim 


structed  and  sent  to  the  Faoifio,  and  are  expected  to  enter  upon 
the  mail  nervice  between  Panam  and  Oregon  and  the  interme- 
diate ports  on  the  first  of  January  next,  and  a  fourth  has  been 
engaged  by  him  for  the  service  between  Havana  and  Chagres,  so 
that  a  regular  monthly  mail  line  will  be  kept  up  after  that  time 
between  the  United  States  and  our  Territories  on  the  Pacific, 
notwithstanding  this  great  increase  in  the  mail  service,  should 
the  revenue  continue  to  increase  the  present  year  as  it  did  in  the 
laet,  there  will  be  received  nearly  four  hundred  and  fifty  thou- 
sand dollars  more  than  the  expeid^res.  *  * 
Message  of  December  6, 1848.              "  Jambs  K  Pole." 

Ifobly  did  President  Polk  fulfill  his  promise  to  the  country  and 
the  Party  that  nominated  him  to  advance  commerce,  navigation, 
and  agriculture. 

And  yet  all  that  was  then  gained,  the  noble  prestige  that  was 
tiiii  established  by  that  Administration,  was  doomed  to  destruc^ 
tion  by  the  undermining  influence  brought  to  bear  upon  Congress 
by  i>reign  agency  to  reduce  and  fiially  abrogate  solemn  obliga- 
tions in  contract.    The  followins:  comparison  shows  the 

Bmiemm  i^f  Mmnty  against  the  American  Ship  in  1851,  when  the  Ship  wcta  im^rUd 
by  Congress.    (From  official  figures,  "Ocean  Navigation.") 
American  Merchant  Marine.    (Created  by  the  Polk  administration.) 


1 

llMl. 

XHstvnces. 

Snbsfdf. 

OromB»8tage. 

I'otal  Miles. 

PlqrperMito. 

OoiliiiB  •••••• 

Jtoidnwall..  

■Mai  perTtai.^ 

.  20 
13 
IS 

mk 

24 
24 
24 

8J0O 
4,200 

669 
900 

|38o,0()0 
128,937 
88,484 
290,00U 
348.2iS0 
60,000 
29,062 

t41fi.867 
128,037 
88,484 
130.610 
183,238 
8^ 
5,960 

124,0<X) 
96,000 
85,020 
153,600 
201,600 
32,112 
43,200 

1.00 

oo 
tm 

M 

9968,384 

735,532 

91.80  av'ge. 

Bmrrisa  MxBcaAHT  .Mavims. 


Uae. 

Tripe. 

1Mb* 
taiie«i. 

Snliaidy. 

Gross 
Postage. 

Total 
Miles. 

.Hiie. 

Bamada  and  St.  Tlioinas...... 

Fanama  and  Val|iaiaiao.....».. 

S2 

SM^ 
12 
24 
24 

12 
156 

730 
112 

'891 

■•*••* 

8,100 
11,402 

• 

14,080 
2,0tt 

2,718 
6,245 
132 
8i 
10 
200 

1*220,000 

92.5.000 
73,5(X) 
125,0(X) 
116,250 

9118,337 
534,525 
800,932 
166,408 

^,.596 
15,980 

304,000 
547,296 
796,637 
336,000 
98,000 
130,434 
14!<,880 
41,184 
93,440 
14,560 
20,800 

92J0 
9.48 

IJBS 
2.76 
0.76 
C.96 
0.62 

372,150 
180.790 

50,160 

mi^&imM.m»d  Oikm 
lotMidgr' 'pid  i 

iial'irvar... 

11,3111,800 

S|088|881 

9i.M»T 

VoW  amife  per  mile,  $2.loJ4  Average  of  four  prm 

91^,733  American  ts.  90h913,086  British  Subsidy. 


HEROBS  OF  JiMBRIGAN  SHIPPING. 


IIIIl  Mr  itateOMMiBlaiaJMMMRieaalaM  (68) 


IHlll  BP0CBS  IN  AMERICAN  Sllf  HNG 


THE  MOHARCH  OF  THE  ATLANTia 

The  first  iron  ship  of  their  fleet  (Canard)  the  Peitk,  was  dispatched  to  compete  wiA 

the  Adtiatic."— Ztiw/j«/*  BriHsA  Skippit^, 


Ijwnclied  ApnUith,  1855,  ^ll^  of  Congress  with 

the  Mail  Contract,  the  financial  embarrassments  of  the  Company  pre- 
vented the  sailing  of  this  great  ship  until  November  23,  1857. 

Sold  (by  JmiiMiire)  to  the  British  sitbsidized  Galway  Line  in  1861, 
and  held  the  lipiipilMship  of  the  seas  for  years,  making  a  record  of 
5  days,  19  hours  from  Galway  to  St.  Johns.  Owned  in  Russia  at  last 
.acGotmts. 


(64) 


filSfOET  09  AMimi€A]r  SBIPtlNa. 


The  American  ships  made  the  best  time,  and  became  the  most 
popular  and  successfiil. 

The  records  of  Congress  show,  however,  that  two  years  had 
not  passed  before  emissaries  from  abroad  and  at  home  were 
undermining  the  line  and  poisoning  the  minds  of  our  law-makers 
with  fallacies  of  economy  and  with  offers  to  cheapen  the  service. 

The  magnificent  industrial  struggle  that  followed  has  been 
folly  and  frequently  presented  by  writers,  and  in  eloquent 
appeals;  and  it  is  well  known  that  England  greatly  increased 
her  system  of  supporting  her  ocean  commerce  by  (so  called)  sub- 
sidies, or  heavy  compensation,  not  for  mail  service  merely,  but 
for  national  prosperity  and  pride. 

For  awhile  American  statesmen  were  aroused,  and  met  the 
contest  with  a  like  but  moderated  policy  towards  our  shipping. 
For  six  years  it  waged  manfully,  fiercely,  and  nationally.  The 
American  flag  made  by  far  the  best  record  for  some  time,  but  in 
such  a  contest,  driven  by  National  insecurity,  through  weatoess 
o^  statesmen,  is  it  surprising  that  anxiety  and  too  much  enthu«- 
asm  created  rashness  ? 

Alas !  the  pages  of  the  Congressional  Record  cannot  be  de- 
stroyed as  Congress  destroyed  our  Merchant  Marine. 

Yielding  to  foreign  influence,  the  majority  of  Congressmen 
abrogated  these  mail  contracts,  and,  scuttled  and  deserted,  our 
Merchant  Marine  went  down  on  the  27th  of  September,  1854, 
when  the  "Arctic "  sunk  with  commander  at  his  post  and  the' 
Washington  lad,  the  young  hero,  at  his  gun— sending  homeward 
the  sad  signal  of  distress  and  farewell,  as  if  a  premonition  of  the 
doom  ot  American  honor  on  the  Atlantic,  and  a  reprehension  to 
the  statesmen  at  the  capital  of  the  Nation,  ior  their  tril^ng  admin- 
istration and  Unfaithfulness  in  bonded  agreement  and  national 
honor.i  See  remonstrances  and  speeches  of  statesmen  of  that 
day,  viz :  Webster,  Bayard,  Badger,  Clayton,  McLane,  Hunt, 
Folk,  Rusk,  and  all  practical,  patriotic  statesmen. 

Although  family,  ships,  and  fortune  were  lost,  Collins  soon 
put  forth  new  zeal  and  built  the  Adriatic,  still  larger  and  grander, 
and  which  animated  the  English  to  building  the  Great  Eastern,' 
built  1858.  But  one  month  thereafter,  at  this  moment  of  greatest 
need,  with  odds,  expenses  unlooked  for,  and  losses  of  ships  against 


*8ee  also  following  pages  under  hending  «  Shipbuilding  and  Sbipwroeki." 
5  H 


ii 


HISTOmY  Of  AMIMOAM  «■» FW®^ 


AtnericMi  plwck,  a  bill  was  presented  in  Congress  "  aboUsbing  tbe 
present  ocean  steam  service,  &c.,"  wbicb  was  fongbt  all  ibat  ees- 
sion  of  Congress,  but  finally  passed  I 

Meanwbile,  in  1858,  tbe  "  Great  Republic,"  of  4,000  tons,  was 
bnilt  hj  ow  enterprising  sbipbnilders— tbe  largest  ship  ever  built. 

TIm  taadiiig  of  tbis  sbip  seemed  to  create  a  spasmodic  mania 
for  tremendous  tonnage,  and  in  tbe  determination  to  «x<5eed  us 
tbe  English  shippers  undertook  the  elephantine  sbip  of  80,000 
tons,  tbe  "Leviathan,"  (dias  tbe  "Great  Eastern,"  alias  tbe 
"  OlMtf  fillip."  again  tbe  "  Great  Eastern ;"  which  was  com-  ^ 
menced  in  1853,  and  not  finished  nntil  1858. 

in  18il  this  sbip  brought  over  2,000  soldiers  at  one  trip  to  pro- 
teel  tbe  border  of  Canada  in  anticipation  of  trouble  during  our 
'^ivil  warfbre* 

TIbe  noble  spirit  of  Collins  and  other  of  onr  then  prominent 
iajhip-builders— Brown,  Westervelt,  Steers,  Webb,  Harlan,  and 
milingsworth— struggled  for  the  life  of  the  American  sbip  nntil 
1857,  wbea  weighed  down  with  hope  deferred  and  national  de- 
Motion ftn«6liibnptcy,snnk beneath  the  main-topsail,  the  smaller 
shipowners  were  glad  to  sell  their  indiscriminate  craft  for  civil 
warfiire  and  to  foreign  pnrcbasers. 

If  ever  one  special  enterprise  has  rendered  good  results  to  onr 
country,  tbe  Pacific  Mail  Steamship  Company  stands  preeminent 
titrongb  »fidthful  service  of  thirty-five  years ;  through  the  period 

uT   liiljiliit  liiiii  only  survived  and  preserved  its  nationality 

and  flag,  and  in  prosperity  or  adversity  of  our  country,  the  nation's 
commercial  armada,  and  from  time  to  Um^  Ameriea'e  lone 
guard  on  the  seas.  At  times  prosperous ;  at  times  sijuandered 
by  stoefejobbing  management  j  at  times  on  the  verge  of  the  abyss 
of  a  recelw  j  for  a  long  time  unappreciated  ana  abused  in  un- 
just  identity  of  stockWiier  ^a^^  saved  by  one  firm 

band  of  integrity,  that  stood 'iB^  management  and  a  bank- 
rupt decree  in  1875-76  ;  resuscitated  through  a  bard  struggle  by  a 
wise  reorganization  of  a  new  and  thoroughly  commercial  raanage- 
Ml^tbe  Paeii%|fi||^  has  not  only  maintained  itself,  but  with 
tbe  eaw^tion  of  tbeiioble  e&rta  of  tbe  Braail  service,  has  alone 
maintained  tbe  maritime  credit  of  our  country  in  foreign  seas, 
aojl  is  to-day  tbe  pride  and  boast  of  tbe  nation.*   It  is  a  sbame-^ 


tBm  -....1  'iWriWHi        nndwliiiMliiig  "Sewiwii      Nftutical  Wucalioii." 


The  Lone  President 

OF  AN 

AMERICAN  PASSENGER  STEAMSHIP  COMPANY. 


Solitary  and  Conspicuous,  Firm  and  Skillful. 


JAMES  BUCHANAN  HOUSTON. 


Amid  the  changes  and  trials  of  "  Pacific  Mail  "  for  the  last  10  years,  through 
bankruptcy  and  calumny,  the  hand  and  mind  that  has  guided  over  the  breakers 
into  waters  less  tempestuous,  the  captain  that  has  stood  on  the  bridge  throi^h 
storm,  and  still  directs  tbe  <Hily  ile^  of  steamships  in  foreign  parts  under 

With  a  nautical  and  scientific  education,  an  ex-Naval  officer  and  descendant  of 
the  gallant  Truxtun,  a  successful  financier,  and  able  disciplinarian,  no  one  was 
more  qualified  for  this  peculiarly  severe  but  successful  struggle.  / 

167) 


fHSEE  ITOCHS  IN  AMERICAN  SHIPPING. 

SHALL  AMERICANS  OWN  SHIPS?"!!! 
YES!    IF   COBfPBSS  IS   WISE  AND  PATRIOTIC! 
NO!  IF  CONGRESS  LISTENS  TO  THEORISTS 

AVB 

FOREIGN  AGIITTS; 
Or  to  the  "jittering  geiicialities**  of  those  who  apply  dead  literature 


''cm  Of  PEKING AND  "CITY  Of  TOKIO/^ 

mamc  mml  company's  steamships. 
«  nw  1111  iniiiMn 

     38  " 

Capacity  — —      -.^ — — ..—  —  —————  5»S^  tons. 


BUILT  BY  JOm  ROACH  &  SONS, 
18*7  3- 


Ei8foB¥  Of  iMsmoAN  saippmo. 


60 


a  bnrniiig  shame — that  the  reward  for  such  service  has  been  the 
abrogation  of  National  or  rather  Congressional  iiith.  With 
heavy  competition  i*oni  the  Eoglish  and  f  rench  companies, 
which  are  richly  subsidized  under  long  contracts,  bringing  and 
carrying,  via  the  Suez  Canal  to  and  from  our  Atlantic  side, 
merchandise  at  lower  "  through  rates  "  than  can  be  obtained  via 
San  Francisco  to  New  York,  the  Pacific  Mail  Steamship  Company 
has  had  to  contend. 

In  presenting  this  consideration  and  illustration  of  the  fruits 
reaped  by  that  wise  provision,  the  harvest  of  the  labor  of  that 
practical  and  far-seeing  Committee — in  seeing  what  that  bar- 
harvest  was,  or  what  would  have  been  the  impotent  condition  of 
our  country,  even  through  that  decade,  that  shed  a  halo  of  glory 
for  once  over  the  American  Ship — ^let  us  look  also  at  the  analogy 
of  that  period  with  the  present. 

"  History  has  truly  been  repeated !  " 

And  why  ?  Not  only  do  British  Steamers  swarm  in  our  ports 
North  and  South,  on  our  Eastern  coast,  but  such  steamers  are  to- 
day evading  our  Consular  Officers  on  the  Facile  coast,  by  clearing 
from  San  -Francisco  for  Victoria,  and  running  from  there, 
indeed,  even  directly  from  San  Francisco,  to  Portland,  Oregon,^ 
and  there  seeras  no  redress  for  this  abuse  of  our  Coasting  laws — 
those  terrible  so-callerd  restrictive  laws  for  which  appeal  is  made 
to  you  f^r  r«|>eal — ^for  they  are  imperfect,  as  shown  in  the  dodg* 
ing  of  the  law  and  Customs  Oiicers  by  Uiose  vessels  in  falsify- 
ing their  clearance  invoices. 

It  is  the  same  circuitous  dodging  practiced  so  long  between 
our  Southern  ports  and  the  West  Indies  by  British  Ships — re- 
peated even  now. 

The  control  of  our  own  Commerce  has  been  wrested  from  as 
again— entirely  on  the  Atlantic,  and  almost  entirely  JlHie  Pa- 
cifici  our  ports,  their  entrance,  condition,  advantage,  and  weak- 
ness are  known  only — ^as  a  thoroughf^e  and  familiarly — by  for- 
eign Seamen,  while  we  sit,  in  investigation, .and  compbuQy  with-* 
out  the  manliaefls  of  a  nation  to  repair  our  coadidon  and  rostore 
our  honor  as  a  maritime  and  commercial  people,  by  unfurling 
our  flag  upon  the  seas.    This  inertness,  you  have  been  told,  is 


The  British  ship  Sardonyx  is  breaking  and  dodging  our  navigation  laws  at 
this  time  on  our  Pacific  coast,  thus  spoliating  the  trade  of  our  Oregon  line,  with- 
out fair  competition. 


11 


HISTORY  OF  AMERWAN  SHIPPINO. 


because  we,  as  Americans,  want  to  build  American  sMps, 
and  to  develop  American  Industries !  Was  there  ever  greater 
duplicity? 

Wot  only  mutt  it  be  evident  tbat  tbis  pretence  is  nntrue,  bat  the 
absnrdity  tbereof  and  falseness  are  so  apparent  tbat  they  shcnild 
immediately  suggest  a  deeper  research  into  the  trne  condition 
of  the  cause  of  such  a  resnlt.^^^^*^*^  ' 

Again  and  again,  history  records,  one  Committee  after  another, 
appointed  to  investigate  these  conditions ;  that  any  year  (since 
1865)  might  faM^^rvo*  to-morrow  iavolve  us  in  the  most  em- 
barrassing  relatio»»,  and  make  us  nm  duly  ashamed  of  our  de- 
pendence, but  also  the  al§ict  subjects  of  foreign  adversaries,  and 
we  are  told  that  our  only  help  is  in  patronizing  foreign  ship- 
building! It  is  folly  to  look  at  these  conditions  merely  in  a 
^MW^^t^^^^^^NlM^  CHT  jpMliistrial  questions  simply — 

it  is  a  questioTrfl^Srt  vital  imfii||iance  to  the  perpetuity  of 
our  national  existwi*'  that  we  ftiiiM-ilPi-'iim:S%»---that  we  may 
know  how,  if  we  do  not  know  now,  as  asserted,  and  be  able  to 
build  them  when  necessary  in  emergency.^ 
iii^^flht^lMiM^^  permanently  without  shipbuild- 

ing enterprise. 

m  nation  has  ever,  nor  cJHMMNPIVer,  developed  such  pro- 
digious  power,  such  monopolizing  control,  influence,  and  finan- 
cial beiicAi  to  the  whole  people,  and  under  so  many  interna- 
€iin«l  dissensions,  so  many  years 

nf  agrkmSmwme  and  dependence— as  has  has  been  the 
peculiar  and  steady  decline  IMMH  Industry  in  Oie«t  Britain  for 
the  last  quarter  of  a  century — without  shipbuilding  tlirift. 

This  was  the  diplomacy  of  England  abroad,  the  charitable 
Industrial  schools  and  homes  of  her  working  people  at  home, 
and  the  seepHa  of  her  prosperity  and  power,  that  draws  the 
trade  UNlie  world  to  the  center  of  her  small  domain,  London— 
from  Yokohama  to  Suez  or  to  Cape  of  Oood  Hope,  from  St 
John's  to  Magellan— around  that  rich  trading  coast,  wherever 
trade  can  be  found  or  built  up  in  any  part  of  the  globe,  "  it  is 
carried  to  London,"  which  the  shipbuilders  of  Great  Britain 
il^^  the  giJij^^  <^epot.  of  the  world. 

The  theories  of  Adam  Smith  and  of  all  advocates  of"  general- 
ities" of  principles,  whether  of  so-called  free-thinkers,  free 
liaders,  or  protectionists,  and  especially  of  advocates  of  Free 
Ship,  {see  Booty,),iSM»  ^mfty  and  absurd,  when  given  in  argu- 


BISfORT  Of  AMBRIOAlf  SEIPPINe 


71 


ment,  in  application  to  England's  prosperity  and  power  as  it 
would  be  to  aiisert  that  her  soil  had  deteriorated  in  Its  fertility 
from  the  application  of  such  economic  laws. 

It  is  shipbuilding  that  has  employed  her  people,  that  has  yielded 
great  results  to  her  people,  that  has  increased  the  earnings  of 
all  other  trades  of  her  people,  (see  powerful  argument  of  Mr. 
QlSkn,  President  British  Board  of  Trade,  under  "  Bounty,")  that 
has  returned  ten-fold  to  both  people  and  Exchequer  for  the 
liberal  subsidies  granted  as  investments  for  such  results ;  and 
that  power  has  been  developed  and  is  still  kept  alive  by  granting 
such  subsidy,  "  bounty,"  or  whatever  it  may  be  called,  as  will  be 
seen  by  referenee  above  given. 

It  is  this  oircuitous,  this  concentrative  power  in  trade,  drawn 
to  a  focus,  to  London,  that  is  the  secret  of  her  diplomatic,  com- 
mercial and  financial  success  and  prosperity.  Does  it  not  pay 
a  nation  then  to  subsidize,  not  shipbuilding,  but  shipowning  ?  to 
rettini  a  quid  pro  quo  for  something  given  to  government  and 
people — to  pay  honestly  to  an  American  ship  for  carrying  our 
mails,  as  we  pay  for  such  service  over  land  ?  Is  it  honest  to  deny 
such  fair  payment — for  the  United  States  Government  at  present, 
through  the  wily  interventions  of  hired  foreign  a^nts,  does  not 
now  pay  saffieient  fiir  cartage  from  post  oMce  to  steamer,  (see 
"Bounty,")  and  yet 'withholds  a  "clearance"  from  a  ship  of 
American  birth.  Such  refusal  is  imposition  and  subjugation  under 
outrageous  discriminations  in  favor  of  the  ships  under  foreign 
flags.  This  outrage  in  our  Statutes  shows  the  fine  interlineation  of 
a  hireland'a  hand^  of  whieh  the  American  people  are  not  but  will 
soon  become  aware,  and  hold  responsible  those  who  have  per- 
mitted such  handicapping,  injustice,  and  paralyzing  effect  upon 
our  passenger  mail  steamships,  the  cost  of  supporting  which  is 
80  much  increased  over  packet  lines  by  the  necessary  expense 
of  luxurious  oonaJ9rta||||^  &c.  (See  foUowiag  pages,  Mail  vs. 
Packet  Lines.) 

It  is  then  the  existence  of  the  ship  after  being  built  at  home 
that  needs  simply  proper  and  just  remuneration,  for  services  ren- 
dered, to  revive  American  Shipping,  thus  combining  the  interest 
of  the  laborer  and  the  merehant — a  concentration  of  home  power 
in  home  Industries  and  in  home  thrift. 

This  great  combination  is  overlooked  or  misunderstood  by  our 
people  and  Congress,  but  not  by  the  sly  agents  who  trade  away 


72  HISTOBT  m  AMBIIOAN  Bitimm 

American  hooor  and  lit©  bj  tli©ir  misrepresentatioii  and  per- 
wrsion  of  facts. 

It  is  the  same  rivalry  that  took  from  oar  heroes,  the  Steers 
Brothers  and  Stevens,  the  "  prize  Yacht  cap  "  of  England,  in 
18frl«.ftBd  that,  in  the  jiiBtice  and  nobleness  of  her  character,  the 
Qneen  repaired  by  a  personal  present,  thereby  shaming  the  an- 
foirness  of  her  sahjects  to  oar  yacht  "Ameriea.*' 

The  remarkable  foresight  of  that  noble  statesman  of  Ghorgia, 
Thomas  Butler  King,  told  in  1848  to  the  American  people  the 
whole  ator]r.j||||^^o-day  in  the  following  forcible  words : 

"It  is  suffici«ii£W allow  tlifti  iliey  (British  statetmen)  are  resolved,  as  fur  as  prac- 
tfo&ble,  to  mon0fi0ke  the  intercourse  l>etween  these  two  important  points.  This 
movement  showi  dhiarly  that  the  time  has  arrived  when  we  mwit  decide  whether 
we  will  yieM  this  emential  branch  of  navigation  and  this  indirect  means  of  ex- 
tending our  naval  armamenis  to  our  great  commereial  rival,  or  whether  we  shall 
promptly  extend  to  our  enterprising  merchants  the  necessary  means  to  enable 
them  to  brinf  to  America  energy,  enterprise,  and  skill  into  successful  competi- 
tion with  Bri«h  sagacity  and  capital.  Of  all  the  lines  of  sailing  packets  which 
cross  the  Atlantic,  not  on©  ia  owned  in  Enrope,  and  it  is  not  doabted  that 
American  merchants,  properly  en^oaraged,  will  assuredly  excel  in  them  as  they 
hate  done  in  sailing  vessels;  and  when  we  reflect  that  this  may  be  accomplished 
to  the  mutual  advantage  and  advancement  of  our  commercial  and  military  marine, 
'H  would  Beem||||iho  tiateaman  ought  to  hesitate  for  a  moment  to  give  his  sup- 
port tO'  a  meas|||Miftieh  ;'is  demanded  alike-by  prudence  and  the  necessities  of  our 
*ition.** 

Now  and  then  great  men  have  gone  before  Congress  to  appeal 
for  j'QaHMMiM^^  ollllil^^     in  the  iice  of  abuse 

from  tho^^npatriotic  tnltrests,  which  are  threatened  hy  every 
proposed  revival  of  American  Shipping. 

Of  such  men  whose  names  will  live  forever  and  increase  in 
Iknie  and  in  the  affection  of  oer  people,  is  that  of  Thomas  Tiles- 
ton,  whoM#(MMlgth  portrait  in  the  council  Chamber  of  Com- 
merce, New  York,  looks  down  soggeetively  upon  Its  members  in 
session,  and  indignantly  upon  those  who  misguidedly,  thought- 
lessly, or  willfully  prate  and  disseminate  the  theories  and  fal- 
lacies of  those  insidlons  agents,  whose  interest  it  is  to  paralyze  our 
Indnstry,  by  attempts  at  ridicnle  against  the  fostering  care  of  Gov- 
ernment, that  they  may  barter  away  the  birthright  of  the  Ameri- 
idfein  Ship,  and  convert  New  York  Harbor  and  other  of  our  seaports 
Into  grand  "orphan"  asylums,  for  the  encouragement  of  tramp 
ships  from  abroad,  thereby  creating  idleness  and  ruin  at  home. 

Had  Mr.  Tileston  lived,  his  earnestness,  courage,  and  jodg- 
inent,  together  with  the  magnetic  ininence  he  posseatei,  would 
bave  aronsed  statesmen  and  merchants  to  defense  of  American 
rights,  ability,  and  dignity,  which  he  knew  so  well  can  never  be 
preserved  nhless  we  build  oiir  own  ships. 


THE  AMERICAN  TYPE 

OF 

Mediaiue,  Jouroalist,  Orator,  Banker,  Md  MerM  Siuj 


(SPOFFOKD  &  TILESTON,) 
1822—1864. 

Founte  <^  packet  Uaes  between  Boston,  New  Yorlc,  CubA,  and  South  Anierica. 

**  Although  I  have  passed  the  age  of  three  score  and  ten,  I  hope  to  live  to  see 

steamship  lines  established  between  New  York  and  Rio  de  Janeiro  and  San  Fran- 
cisco and  China,  and  with  this  beginning,  we  may  then  extend  our  lines  to  Eu- 
rope and  other  places.  *  ♦  *  For,  as  matters  now  stand,  England  has  the 
advantaf^e  over  us.  For  instanoe,  a  merchant  in  Bio  de  Janeiro  requires  an 
invoice  of  China  or  Calcutta  goods;  does  he  send  his  order  to  New  York,  where 
these  goods  can  be  procured  in  bond  as  cheap  and  on  as  good  terms  as  they  can 
be  purchased  in  Europe?  No  I  for  the  very  reason  that  before  his  order  could 
reach  New  Ywk,  these  goods  might  actually  be  on  the  way  to  him,  by  means  of 
the  regular  steamship  lines  plying  between  England  and  Brazil.  And  what  is 
applicable  to  Rio  de  Janeiro  is  equality  applicable  to  other  ports  where  her  (England's) 
steamahip  lines  have^  under  a  liberal  and  wise  policy  of  that  Government^  been 
estabU»ked.**'^Bmiruei  from  Memorial  of  the  New  York  Chamber  tjf  Commerce  to 
Qtmprsss,  yreaented  fly  2%Mmi»  Ckairmem  C^mmiaee. 

AtiAS !  Congress  did,  but  also  undid,  the  good  work,  and  to* 
daj  we  are  in  the  same  ignominious  condition. 

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UlO^ltUfZ   UF  AJilillMJADl  sfttlFJfJIJNIt* 


75 


THE  AGE  OF  lEON. 

"  Who  ever  heard  of  floating  iron  f  " 
*^An  irm  ship — ifs  eontrmr^  to  m^me!  " 

the  doubt  of  the  world. 

Virginia  was  the  first  of  the  American  colonies  in  which  iron 
was  found,  worked,  and  pronounced  in  England  of  equal  qual- 
ity to  any  in  the  world."  But  iron  was  ignored  for  the  easier 
pursuit  of  tobacco,  or  the  James  river  would  have  been  the 
Olyde  of  America — and  may  be  yet ! 

While  we  are  willing  to  concede  to  Great  Britain  the  credit 
.  and  fame  of  the  development  of  this  great  Industry,  as  also  that 
of  the  steam  engine,  the  genius  of  our  Stevens  and  of  our  Stock- 
ton, if  properly  encouraged  and  aided  by  foresight  in  our 
statesmen — as  were  the  progenitors  of  this  greatest  of  products 
in  England — our  record  and  condition  would  have  been  in  the 
screw  propeller  and  iron  ship  what  liumsey  and  Fulton  recorded 
for  steam  navigation. 

To  Stevens,  Allaire,  Collins,  Thurston,  Sharpe,  Morey,  Stock- 
ton, Ogden  and  others,  our  country  owes  much ;  3^et  while  Eng- 
land pensioned  those  of  her  sons  who  endeavored  to  develop  steam 
navigatfon,  American  geniuses  have  been  left  to  struggle  and  die 
foor,  unaided,  unrewtfded,  aye,  unremembered — ^Bumsey  esp^ 
ially — ^without  monument,  without  any  recognition  but  criticism 
and  derision,  often,  for  the  public  benefit  rendered. 

Although  the  first  iron  ship  of  this  country  was  built  by  Har- 
lan &  Hollingsworth  in  1843,  it  was  not  until  1870  that  rolling 
mills  of  adequate  capacity,  and  heavy  machinery  sufficient  for 
the  building  of  large  iron  ships  were  provided  in  oar  country. 
The  first  iron  ship  was  built  in  Bngland  in  1836;  and  the 
British  Lloyds  accepted  the  "  Sirius  **  in  1837  and  the  "  Iron- 
sides "  (British)  in  1838.  Captain  Stockton,  of  our  Navy, 
ordered,  in  1839,  a  small  iron  screw  steamer  in  England,  and 
sent  her  home  as  an  experiment  and  curiosity  in  American 
waters,  but,  unfortunately,  his  endeavor  failed  to  animate  his 
countrymen.  In  1840  iron  for  ships  was  earnestly  advocated  in 
England,  "  in  deference  to  the  Right  Honorable  First  Lord  of  the 
Admiralty,  then  Chancellor  of  the  Exchequer,"  but  was  not  per* 
fectly  utilized  until  some  years  alter.   The  knowledge,  howevert 


Of  AMBEICAN  SHIPPING, 


i 


■■■■ 


■I 
■ill 


mired,  and  British  statesmen  foresaw  the  advantage,  and 
abollflli«d  tMp  navigation  laws  in  1849,  in  order  to  invite  the 
woril  llMMif  10  a  sliip  market,  because  a  monopoly  was  already 
eiHMHMnii  of  Iron  ship  building  and  of  the  carrying  of  foreign 
trade. 

This  was  the  cause ;  this  was  the  "  principle  of  political  econ- 
omy this  was  the  philanlbropy  that  moved  the  abolition  of 
the  British  navigation  kmni^  4nd  which  took  elect  January  1, 

1850.  ^^^m 

The  "  free-ship laws  and  the  commercial  laws  of  Great  Bri- 
tain were  antipodal  in  their  nature— the  former,  monopoly;  the 
latter,  dependence,  neither  of  which  peculiarities  applies  to 
American  conditions. 

foundries  of  dtr  «^«ititry  were  inadequate  and  appar- 
ly  incredttlonfl  to  this  new  and  jreatly  extended  ield  for  their 
Industry.*  ^'^^^ 

The  Allaire  works  were  established  in  the  early  part  of  the  ceri- 
tufy — ^the  industrial  Alma  Maier  of  Mr.  Eoach,  who  has  developed 
more  and  givipMli^each  year  to  our  country  by  his  enterprise 
and  skill  than  the  Allaire  did  during  its  whole  existence— and  also 
the  "  Kovelty,  '  «  Vulcan,"  "  Fulton,"  "  Morgan,"  the  «  Penn," 
(Eeany,)  and  others.  All,  more  or  less,  were  watchful  of  this  new 
application,  but  were  content  to  pursue  the  even  tenor  of  "  the 
»ld  way"  of  building  ships. 

ii*      Wg9^  iiiil'  — ■  

» In  referfimg,  a  few  days  ago,  to  the  very  valuable  report  of  the  Honorable 
Mr.  Hewitt  on  the  •*  D«|ilil||©ii  of  Labor,"  House  Mis.  Doc.  29,  1879,  the  writer 
ohterved,  for  the  first  time,  the  following,  as  a  note  to  the  testimony  of  Mr.  C.  H. 
llarehall,  page  259,  and  purjwrting  to  be  taken  from  an  "Address  of  Charles  H. 
llarshall,  February  19,  18W,"  *^°^*^Stii^ir'^  tabulated  official  figures 

given  by  the  writer :  ^'^^■'i"' 

**Tbe  fotlowiBft  table,  takm  flrom  a  little  book  oalled  'Our  Merchant  Marine/  written  bir 
Mr.  Ctmtim  S.  Wte  tlM  mimimxy  of  Milwiiilfle,  mi  in  Ii0  Mamt  «f  CdrHrfa  $kipbmiUimg  f,m4$ 

It  wmm^  very  singokr  tliat  that  gentlemen  should  have  commented  upon  a 
matter  that  he  knew  nothing  about,  and  thus  make  such  a  misrepresentation  ;  and 
it  ia  not  eroditable  to  the  high  reputation  that  gentleman  bears  to  do  such  an 
iTi3n>tice,  as  it  is  weH  known  by  some  of  Mr.  Marshall's  friends  that  the  work  waa 
prepared  and  printed  before  any  one  but  the  writer  knew  of  the  intention. 

It  is  the  same  reflection  thrown  at  every  advocate  of  American  Shipping. 

The  writer's  inheritance  in  American  Shipping  antedates  that  of  Mr.  Manluinf 
(of  1817,)  and  it  was,  therefore,  with  the  greatest  interest  and  pleasiire  that  Mr. 
Marshall's  address  (referred  to)  in  the  Convention  at  WaihSngton,  Felaruary  18, 
1878,  was  liflined  to ;  but  had  the  above  assertion  been  made  at  the  time  alleged, 
it  would  have  been  refuted  immediately  and  proven  to  be  nntfoe. 


HISfOtT  OF  AMKRICAir  SHIPPING 


77 


Why  American  iron  founders  were  so  slow  to  see  the  great 
advantages  of  iron  and  of  the  screw  to  the  ship,  and  so  neglectful 
of  the  opportanity  to  graip  the  beneits  within  their  reach,  at  this 
period,  when  tbe  Polk  administration  was  so  patriotic  and  ready 
to  stand  by  them — and,  especially,  why  the  Novelty  works  did  not 
in  1865-1867  build  iron  instead  of  wooden  ships — is  an  unwrit- 
ten page  of  history  that  contains  the  explanation  of  British 
monopoly  of  our  commerce,  of  onr  ports,  of  oar  birthright,  in 
Industry  of  the  prestige  of  American  SJiipping.  The  excuse  of 
incredulity  cannot  be  accepted ;  it  is  not  American.  The  san- 
guineness — aye,  call  it  proudly  "  visionary  enthusiasm"— of  Rum- 
sey,  Fulton,  Livingston,  Roosevelt,  Stevens,  Rogers,  Scarbor- 
ough, as  has  been  shown,  was  an  incentive  less  reasonable  and 
more  derided  in  their  day ;  hence  it  is  to-day  in<iredtble  that  the 
abundant  and  versatile  inventive  genius  of  America— our  boasted 
brain  capital — ^failed  to  utilize  the  scheme  and  the  occasion. 

But  to  pardon  the  omission  in  1845  is  not  to  pardon  the  omis- 
sion in  1865. 

The  Novelty  works,  to  which  large  contracts  were  given  for 
building  our  Pacific  line  of  steamships,  knew  or  should  have 
known  better  than  to  have  built  wooden  crafts,  that  were  sure  to 
bring  disgrace  and  decrepitude  upon  our  national  Shipping  repu- 
tation, fyr  our  Sapping  is  a  national  Industry;  and  as  Congress  is 
bound  to  aid  it,  so  alzo  are  our  shipbuilders  obUgcOed  to  sustain  our 
national  honor  by  the  development  of  their  genius  in  developing  and 
enterprise^  in  continuing  the  prestige  of  Aynerican  Shipping. 

The  pioneer  developers  of  iron  shipbuilding  in  our  country  are 
Mr.  Cramp,  Mr.  Harlan,  Mr.  Eoach,  and  Mr.  Reany,  and  to 
these  Iron  kings  of  industry  and  indomitable  zeal  oar  eoontff 
owes  a  debt  that  Congress  cannot  repaj-,  even  in  millions. 

At  last  we  have  a  prospect  of  recovering  some,  if  not  all,  the 
ground  that  we  have  lost;  but  it  requires  the  mutual  determina- 
tion and  cooperation  of  our  Congress  with  our  own  amd  not  for- 
eign shipbuilders. 

The  first  Iron  steamer  built  in  America  was  the  "  Bangor," 
built  in  1843  by  the  Harlan  &  Hollingsworth  Co.,  of  Wilmington, 
Del.,  the  first  firm  to  combine  the  shipyard  and  the  foundry  in 
tbe  United  States — an  honor  more  creditable  and  patriotic  on 
account  of  the  omission  on  the  part  of  other  old  works,  (as  men- 
tioned above,)  and  of  tbe  wisdom  and  firmness  essenlial  under  the 


iurrotindiiig  discoaragemcnts.  The  irm  was  established  in  1836» 
at  wliieh  time  Mr.  Fosej  was  a  member  of  the  iirm,  bat  soon  re- 
ti,red,  and  in  1858  Mr.  J.  wbo  bad  bo  long  been  con- 

neiiilM  became  «!pPner,  and  Is  now  the  head  of4his 

thriving  and  splendidly  eqnlf^d  iron  shipyard  of  the  Harlan  & 
Hollingsworth  Oo. — with  a  Dry  Dock,  of  Simpson's  patent,  capa- 
ble of  taking  in  a  iressel  of  340  feet  in  length.  And  yet  British 
historians  and  jonrnalists  write  to4ay  in  London,  and  these 
agenii  ht^jf^  country  write  in  our  daily  joftmali,  that  American 
sbipyardtSve   no  fiicilities  Ibr  building  or  docUng." 

Hwerj  Ininstry,  fluni  miner  and  workman  to  architect  and 
luglneer,  is  herein  emfiloyed — concentrating  nearly  fifty  trades — 
and  has  developed  from  an  area  of  about  two  acres  of  ground 
to  a  frontage  of  2«8(I0  feet,  on  both  banks  of  the  Delaware. 

The  late  head,  the  venerable  Mr.  Bamuel  Harlan,  died  in  En* 
rope  a  few  weeks  ago. 

The  irm  of  William  Cramp's  Sons  was  established  in  1830, 
and  although  it  was  not  for  some  years  after  that  the  facilities  of 
iipt  lUpbuildiqp'Yere  developed,  this  house  looked  with  just 
plMd  to  its  clai«im  one  of  the  oldest  shipbuilding  firms  in  this 
try. 


WILLIAM  CRAMP, 


1830. 


HISTOET  Of  AMERIOAlf  SHIPPINU 


By  1860  this  firm  had  so  greatly  developed  their  foundry 
works  and  ably  applied  the  solid  advantages  of  iron  shipbuild- 
ing,  that  they  were  enabled  during  our  late  civil  war  to  build 
the  most  powerful  ironclads  that  the  world  has  known.  It  was 
from  this  yard  that  came,  and  by  this  firm  that  waa  built,  that 
powerful  floating  battery,  of  eight  guns  broadside,  called  the 
new  "Ironside,"  that  was  unquestionably  the  most  terribly 
destructive  instrument  created  during  that  terrible  conflict.  * 


THE  HEW  "IRONSIDE," 
deaUi  monitor  of  Btttcry  Wagn«r,  Obftrketon  Hsrlior.) 

AmwieMif  can  build  Ships-~let  thorn  try  I 

» Of  the  fearful  death  results  of  this  ship  in  its  bombardment  of  Battery  Wag- 
ner, Morris  Island,  Charleston  Harbor,  in  July  and  August,  1863,  the  writer 
bears  personal  testimony  as  one  on  artillery  duty  at  that  point.  The  nearing  of 
the  several  Monitors  for  the  evident  purpose  of  opening  fire— even  in  concert  of 
action  with  the  land  batteries  of  the  Union  forcei— was  regarded  with  compara- 
tive indifference  to  the  approach  of  this  Ironside  "death  inonBter,"  aa  w«  termed 
it,  that  so  frequently  ricocheted  her  ftill  broadside  upon,  our  sand  Fort,  shaking 
the  Island  to  its  very  center,  always  striking  with  remarkable  aoenrw^  upon  the 
dame  point,  caving  in  our  forty-foot  traverses,  and  temporarily  burying  na  with 
an  avalanche  of  sand,  or  sending  so  frequently  the  forma  of  mmj  noble  comrades 
in  fragments  into  the  air.  Hallowed  be  their  memory  I 


m 


mwm%Y  OF  AXIEIOAll  SlimilQ. 


■■I 


■liP 


IngiaQd  may  boast  of  her  programine  of  ironclad  ships  which 
Bhiffiii^  ^.^ll^im^ut  the  world  will  quake 

wherever  this  American  ship  0|N»n8  her  hroadslde  port-hole  in 
naval  action.  ' 

It  was  thia  firm  that  bnilt  the  splendid  ships  for  the  American 
Line,^  of  Philadelphia,  which,  although  so  entirely  complete  and 

■mmmm^^*  ^  "^-^y  ^  «>"'*^  into  freight  p^k^t,,  be. 
0lwie  of  the  impossibility  to  make  a  passenger  maU  line  pay  ex- 
penses peculiar  to  such  service.  The  Penn  Works,  (Reany  &  Co.) 
pf  Philadelphia,  established  in  1838,  are  also  building  iron  ships 
can  class  with  the  ships  of  the  Clyde. 
m  Philadelphia  and  Reading  Bailroad  Company  recently 
extensive  works  for  building  iron  colliers,  but  abandoned 
the  idea. " 

The  spirit  and  judgment  that  was  not  only  conspicuous  and 
■greatly  beneficial  to  the  Pilgrim  Fathers  in  Governor  Winthrop, 
^Wf^i^^  conspicuously  alike  in  Mr.  John  lioach, 

our  great  (iron)  shipbuilder  of  to-day.  What  Qovemor  Win- 
throp did  for  the  Colonies  Mr.  Eoach  has  done  for  our  country, 
and  he  deserves  the  deepest  gratitude  of  our  countrymen,  and 
their  posterity  will  read  in  the  pages  of  history,  as  lasting  as 
^jUlHlpr  country's  fiime — ^when  their  intereated  tradueers  will  have 
passed  from  notoriety  as  1b«y  pits  Ifom  sigkt-encomiums 

 'I'lfliilli  Unterprise  and  determination  in  so  advancing  American 

Shipping  to  the  atHldard  of  Al,  and  in  model,  comfort,  and 
completeness,  un equaled  in  the  world. 

There  is  to-day  but  one  iron  shipyard  in  ' Great  Britain  that 
equals  this  burgh  of  every  Industry.   Mr.  loach  built  up  the 
iP^lkM  WoiMIfy  degrees,  and  has  since  bought  the  machinery  of 
the  Allaire ;  also,  in  1868,  the  Morgan  Iron  Works ;  and  further, 
in  1872,  he  developed  his  grand  shipyard  at  Chester. 

^^^1^1^     irott  ilainnge  built  in  the  yards  of  these  three  largest 
American  shipbuildera  has  been  as  f^loirs : 

The  Harkia  M  HdliiMEtworUi  Company — -fjjS^S    G4.C96 

William  mSf^'M' Worn  ™.J25TI   64;397 

John  Roach  &  Son  ^  .  146,693 

llH  ^''^  'iMi^^  — .  S75,(S86 

H        shipyards  are  IIH    for  the  small  amount  of  tonnage 

Shtphuildlng  Conditions."  '   

*  Since  the  above  was  prepared,  these  works  have  heen  purchased  hy  Cap!  J*.  J. 
Cbrringe  and  others,  and  active  Industry  has  been  established. 


The  Most  Abused,  yet  the  Best,  Friend  of  American  Labor 

AMERICAN  SHIPPING 


JOHN  EOACH. 

When  we  read  in  the  mistitled  but  able  work  on  dipping  hy  Mr.  Wells, 
page  5,  that  "nine-tenths  of  the  Colonial  merchants  were  mere  smugglers;  that 
one  quarter  of  all  the  signers  of  the  Declaration  of  Independence  were  bred  to 
commerce,  to  the  command  of  ship«,  and  to  contraband  trade ;  that  Hancock, 
Trumbull,  (Brother  Jonathan,)  ana  Hamilton  wwe  known  to  be  cognizant  of,  or 
participants  in,  contraband  transactions,  and  approved  of  them  ;  that  Hancock 
was  the  prince  of  contraband  traders,  with  John  Adams  as  his  counsel,"  is  it  not 
natural  to  hear  those  who  admire  euch  caricatures,  chiming  in  similar  abuse  of  the 
man  whose  «iergy,  earnestnees,  and  integrity  have  developed  Ameriean  shipbuild- 
ing, and  whose  pay  roll  oontribates  $82,000  per  week  to  American  labor? 


82 


WBIOIII  OF  AMfiBICAN  SHlPma. 


HI8TOBT  OF  THE  PAST  AND  PBBSBIIT. 

pEisiBiNT  Washington,  January  16,  1794. 

I  tmnsfiiit  for  your  information  certain  intelligence  lately  re- 
|pl¥ecl  from  ^i^~lll|M|||||iiM|fr  to  tlie  sabject  of  my  pm%  com* 
mvnications.  ' 

■''^m^,^  Gioaoi  Washinotow. 

Tie™lowinj5^^^^M^tract  from  |ucli. : 
m  ♦         ■  ■  ■*  ""  *  *  * 

'^To  force  sMp-biiilding  ia  to  establish  sMp-yarcla;  is  to  form 
maittainea;  to  multipty  usefol  bands;  to  produce  artists  and 
workmen  of  every  kind,  wbo  may  be  found  at  once  for  the  peace- 
able specnlations  of  commerce  and  for  the  terrible  wants  of  war.'' 

**To  force  ship^bnilding  at  home  is  to  augmmt  mmqation^  by  the 
neMliiy  of  seeking  timber  [to-day,  iron];  is  to  increase  vessels 
iir  transportation;  is  to  anement  the  nnmberof  sailorsi  is  to 
pigment  the  beneits  of  freight;  is  to  centaple  onr  esehanges, 
r  commercial  relations,  ana  onr  profits." 

a 'Wmigating  people  to  purchase  its  marine  afloat  would  he  a 
siremge  speeuhtion^  as  the  marine  would  always  be  dependent  on 
the  merchants  furnishing  them.  Placing,  as  a  reserve,  with  a 
foreign  nation,  or  in  a  foreign  ship-yard,  the  carpenters,  black- 
smiths, calkers,  sailmakers  [and,  far  more  to-day,  ironmongers], 
and  the  vessels  of  a  nation,  would  be  a  singular  commercial  com- 

Althtliipriiot  the  words  of  Washington,  by  the  above  message 
he  endorsed  the  sentiments  as  his  judgment  and  advice.  Were 
he  President  to-day,  and  this  his  message,  (see  American  State 
||paperS'i)  'Some  of  the  Hew  York  papen  wonli  editorialize'  him  as^ 
jobbist  wtA  tnMdistk 


lilllllliH 


HISIOBT  OF  AMKRICAN  SHIPPINa. 


here  exhibited,  it  is  the  fault  of  Congress,  and  not,  as  insinuated, 
inabi|||B||,  There  are  but  two  pleas  for  such  an  assertion  as  ina- 
bilityS^^t  of  full  information  or  wilfbl  misrepresentation. 

if  these  ship-yards  do  not  largely  increase  this  amount  propor- 
tionately, yearly,  hereafter,  the  fault  will  rest  upon  the  failure  in 
the  harmony  of  your  Committee's  report 

OHE  PBBSENT  MERCHANT  MARINE— IRON  AND  WOOD. 


Registered  Vessels  of  tlie  United  States,  1878-1882. 

Kindly  Axmiaiiml  ftt>iii  the  office  of  tlie  R^toter. 


1878. 

1880. 

1882. 

Bimm  vessels,  wood  

do.  iron  

Ships. 

130 
48 

91,815 
79,028 

Ships. 

88 
44 

Tbna. 

66,462 
00,142 

Ships. 

81 
68 

7bn§, 

51,688 
102,982 

Total  steam  

178 

170,838 

132 

146,QP4 

134 

154,570 

Sftiling  ▼OMols,  wood  

do.  iro|i....^ 

1,868 
1* 

1,469,747 
462 

2.245 
If 

1,205,115 
1,091 

2,049 
2 

1,135,636 
2,088 

Total  tail  

1,864 

1,660,209 

2,246 

1,206,206 

2,051 

1,137,724 

Total  registered  vessels  

2,087 

1,629,047 

2,878 

1,862,810 

2,185 

1,292,294 

•Lost  t  British  wraek  redeemed. 


Bark  Annie  Johnson,  iron,  997  tons,  is  enrolled  at  San  Fran- 
cisco. There  are  two  sailing  vessels  of  iron,  with  total  tonnage 
81  tons,  enrolled  at  New  York. 

Of  steam,  six  ships^  (wood,)  531  tonnage,  are  on  the  lakes. 

Of  sail,  twenty-two  ships,  (wood,)  8,847  tonnage,  are  on  the 
lakes — hereafter  to  be  deducted  from  Merchant  Marine. 

The  events  connected  with  the  United  States  and  Brazil  line 
under  the  administration  of  1865-1875,  and  the  etibrts  made  since, 
at  heavy  personal  loss  to  re-establish  that  service,  are  fresh  in 
yonr  minds,  and,  it  is  to  be  hoped,  folly  appreciated  as  to  the  focts 
rather  than  the  fictions  written  in  essays  and  books  in  the  inter- 
est of  the  foreign  lines  that  now  make  a  circuitous  line  between 
that  country,  the  United  States,  and  Great  Britain. 

It  has  been  published  in  an  anti-American  steamship  argument 
that  'Uince  the  withdrawal  of  the  Roach  monthly  steamer  be- 
tween Kew  York  and  Brazil,  two  lines  of  steamers  carrying 


the  Bfilieli  flag  have  come  on  in  Its  place,  cariTing  merchandise 
at  lower  charges  and  the  mails  as  promptly  and  more  fre- 
qnently." 

This  is  so  absolutely  incorrect  that  the  soft  expression  in  favor 
of  the  foreign  line  can  only  account  for  the  misrepresentations. 
So  contrary  is  the  fact,  that  such  service  takes,  and  indeed  our 
United  Putm a||ii"i"1tf(Mp^  months  en  route;  and  where 
now  are  those  stMadM  7 

So  deeply  interested  in  the  Wition,  the  progress,  and  the 
chances  of  our  shipping  are  our  friends  across  the  waters,  that 
every  action  is  watched  and  reported,  every  result  cabled  the 
same  day,  b|p.,ijf^  of  high  authority,  and  obedience  by  subordi* 
nates  and  agents.   'Tis  strange,  but  true. 

«i64iill4nder  oilii  American  ship  Is  looked  upon  witb  dis- 
like: the  indefatigable  American  ship-builder  is  hated,  abused, 
and  misrepresented,  officially,  semi-officially,  and  privately,  as  the 
following  will,  in  a  single  evidence,  of  many  evidences  at  hand, 
prove : 

[Jl'iwi  the  BriUsh  TVade  Meports  of  June,  1880.] 


AMIKIOA  JkfTBMFrS  TO 


AWO  OOBAH  OABRYIH0 


Tn  my  report  on  the  American  Carrying  Trade,  which  appeared 
in  Trade  Reports,  current  number  17,  1878,  I  pointed  out  the 
means  taken  to  further  this.  Mr.  Roach,  the  ship-builder  at 
Chester,  in  Pennsylvania,  had  then  tried,  but  ineffectual ly,  to 
obtain  from  Conorress  a  subsidv  to  enable  him  to  extend  Ameri- 
ean  trade  with  Brazil,  he  having  acquired  one  from  Brazil  of 
$100,000  per  year  for  ten  years.  Mr.  R.  has  again  renewed  his 
attempt  on  Congress,  &c. 

And  yet  American  statesmen  stand  idle  or  permit  our  great 
ghipping  interest  to  lie  dormant,  to  be  possessed  by  foreign  skill, 
foreign  capital,  and  profit  from  foreign  subsidy,  with  picking  of 
bones  from  onr  own  penny-mail  payments. 

W>»lWiitilpWP  *»m  tigablBmifcctarerg  ridiculed  and 
abused  abroadl  snd,  sad  to  say,  at  home,  when  their  lives 
are  exemplary  and  their  characters,  noted  for  integrity  and 
honor?  Why  is  Mr.  Roach  thus  signalled  out  in  a  reflecting 
manner  for  his  enterprise?  With  indomitable  perseverance, 
remarkable  ability|||||^^  has  labored  nobly, 

pttriotlcally,  and  saccessfully,  and  can  challenge  tho  world  to 


HISTOKY  OF  AMERICAN  SHIPPING.  86 

^oel — even  to-day — his  iron  ships,  the  Pekin  and  Tokio.  For 
years  the  British  Lloyds  and  all  foreign  commercial  interests — 
of  the  writer's  personal  knowledge — endeavored  in  the  Asiatic 
ports  and  in  our  own  por|pp|||||j||^cry  and  belie  these  steamships 
by  the  most  wilfal  misrepfesenlations,  and  were  aided  in  this 
effort  by  stockjobbing  operations  in  Wall  street ;  but,  neverthe- 
less, time  has  worn  out  the  falsehoods;  but  those  noblest  steamships 
afloat  have  worn  out  time  and  defy  all  calumny  that  has  caused 
such  queries  as  that  appearing  to — because  it  actually  did  not — 
emanate  from  your  Committee,  viz, :  ^  Question  1st.  Why  can- 
not this  country  build  iron    *    *  vessels?" 

This  great  industry  is  now  struggling  grandl}^  for  existence. 
Senators  and  Members,  will  you,  like  the  far-sighted  British 
statesmen,  develop  it,  or  like  their  adversaries,  aid  in  destroying 
its  existence  ?  ~  . 

Every  investigation  of  Congress  has  strangely  ended  In  conclu- 
sions more  adverse  to  the  petty  features  of  those  conditions  that 
handicap  American  Shipping,  viz :  fees  of  consuls,^  who  are  al- 
most starved  already ;  the  fees  of  th.e  tempest-tossed  pilot,^  local 
and  tonnage  fees,  and  many  other  small  points,  rather  than  in 
finding  the  trne  cause  in  sensible  and  scientific  study  of  the 
real  non-apparent  obstacles,  and  the  means  for  removing  such 
causes. 

In  fact,  there  has  appeared  to  be  more  a  desire,  on  the  part  of 
investigating  committees,  not  to  find  out  the  true  cause  than  to 
really  ascertain  what  has  been  the  impediment. 

Some  few  patriots — ^in  every  Congress — ^have  repeated  the  en- 
deavor, and  considered,  with  spirited  discussion,  the  yearly  favor- 
able Report  of  the  Committee  on  Post-roads,  looking  to  the  revival 
of  our  Merchant  Marine,  but  each  effort  has  been  met  by  a  rush 
thitherward  of  notorious  foreign  agents,  and  with  misrepresenta- 
tions made  to  the  majority  of  Senators  and  Members.  Defeat  has 
resulted  through  these  emissaries  of  foreign  Steamship  Lines  or 
Agents  of  foreign  capital — lobbyists,  partners,  agents,  or  con- 
signees of  foreign  houses — who  have  found  it  more  profitable  to 
act  thus  under  a  foreign  fiag  rather  than  to  bear  the  yearly  losses 
and  deterioration  of  their  bushiess  under  our  shipping  condl- 


1  See  Exhibit  of  Consular  Fees. 
'See  following  pages—"  Pilot  Fees." 


86 


iiiojtiiifti  vW  it.MJiiiki.vim  fiiiiAjr«  Ajxit. 


illll 
illl 


tioiis.  From  the  want  of  appreciation  of  our  Congressmeii,  emh 
one  of  nmh  bills 

When  your  Joint  Committee  was  appointed,  and  the  names  that 
comprised  the  Committee  were  heralded  throughout  the  country, 
there  was  a  thrill  of  joy  and  a  hope  of  relief  indulged  and  ex- 
pressed from  onr  seaports  to  the  interior  of  our  land. 

The  c^MftV  ^^mmilm  eloquent  and  patrioMe  words  by 
the  distinguished  Bepres4ittti#mjta  Maryland,  Mr.  McLane, 
who,  thirty-one  years  ago,  in  tMNKiiM  of  Representatives,  while 
defendinir  a  Bill  for  the  Encourafi^ement  of  Building  our  own 
Ships,  said :  -f««l«iSpp| 

^  I  tew^MMi^  will  tmtiiiiie^Sirote  to  give  a  liberal  dona- 
ll0il|  m  HbMki  MH  of  monef  W  CMVf  Ibe  mails  between  New 
'  .  ITmc  and  Liverpool,  between  other  cities  and  foreign  eoontries, 
wbm  ^<^i^eign  Jms  have  established  linel.   I  can  well  conceive 
HMrt  tbe  iiiH»ill|t'!fl|l|riiiiiiii  would  establish  lines  from  oar  coasts 
olnts  in  would  be  ready  'to  act  on  the  o&n- 

*  *|||K       the  contracts  that  existed  are  loosely  made, 
»aii  mlHiif  to  Mtand     those  m^raets  and  sustain  them, 
ilntain'them  :agiiinst  the  w4l|||||lf  need  be.   lam  (^nite 
ing  to  see  tMs  Government  interposing  to  protect  its  citizens 
against  the  monopolies  eBtabiiaiicd  by  Great  Britain,  France,  or 
_;aiiy  otfaer  Ibteign  country."  | 

And  also,  and  particularly,  the  many  brilliant  and  pathetic 
l^peals,  in  patriotic  sliriils,  that  have  echoed  through  the  walls 
of  oar  Capitol,  and  reverberated  throaghout  onr  land,  from  the 
iis^ngaished  Representative  of  New  Tork,  Mr.  Cox,  in  eloquent 
demands  for  protection  of  American  citizens  abroad,  American 
lights,  American  life-saving  service,  American  labor,  and  indeed, 

^""^  ji  iiiiyi  u|n||||i  III  III  iiiiiiiilliiiiiiiiiiiniliiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiMiiiiiiiiiiiiiiiiiMiiilliiiiiiliiliiiiiiiiiiJiiiiii  ilUilliillBiliii  1  ill  lllliiidlll  ill 

all  that  is  iHlMHIMII^^  expected  by  every  American  to 
be  a  "protector"  of  American  industries— especially  of  the 
American  ship,  which  combines  all  Industries — and  that  glowing 
Irlbate  of  his  to  our  past  laurels  and  prestige,  and  the  hope  given 
for  the  fntare,  is  fresh  in  the  ears  of  oar  people. 

••For  reasons  ndt  necessary  now  to  elaborate,  connected  with 
the  models,  proportions,  size,  and  lading  of  vessels,  the  percenta^je 
of  total  loss  in  the  American  Mercantile  Fleet  is,  to  our  credit,  only 
about  one-half  of  the  British  marine.  Strengtli  and  buoyancy  to 
carry  safely  upon  the  sea  are  indispensable  conditions  to  luunan 
security  and  profitable  trade.  The  time  is  not  far  distant,  I  trust, 
fer  the  old  renown  of  oar  American  Shipping  under  liberai* 
i*ei.iciis." 


HISTORY  Of  AMIRIOAN  SHIPPINO, 


87 


Here  is  the  key-note  given.  "  Under  Ubemi  policies/'  most  truly 
said,  only,  can  American  Shipping  be  revived. 

That  hope  indulged  and  enjoyed  for  a  season  has,  always,  soon 
been  dispelled  and  gladness  turned  into  disappointment  and 
sorrow.    Such  "  history  has  been  yearly  repeated!  " 

The  series  of  questions,  issued  only  a  few  days  after  the  an- 
nouncement of  tbe  appointment  of  your  Joint  Committee,  at 
once  threw  a  shadow  of  prejudice,  unfortunately — no  matter  bow 
unjustly— over  your  deliberations,  fymii  the  peculiar  converse 
tenor  of  their  phraseology. 

They  were  the  same  old  familiar  evasions  and  perversions — 
instead  of  open  inqairies — that  somehow  come  oat  in  stereotyped 
expression  at  every  Investigation  ordered  to  search  into  the 
Condition  of  our  Shipping,"  and  Appeared  in  three  of  oar  daily 
Ifew  York  journals. 

It  was  evident  that  these  questions  were  not  matured  by 
j^ny  of  yoar  honorable  body,  and  it  appeared  useless  to  argue 
the  subject  upon  interrogatories  tbail  a<^ally  prejudged  con- 
clusions. 

Since  reading,  however,  the  telegraphed  extracts  of  the  testi- 
mony being  given  before  your  Committee,  in  New  York,  by  the 
Bhipping  Commissiqner,  whose  ofiice  is  one  of  the  encumbrances 
or  burdens  upon  our  Shipping  and  Shipowners ;  and  also  of  the 
eonsideration  by  your  committee  of  a  "prize  essay**  thai; 
emanated  from  an  academic  contest,  rather  than  from  the  prac- 
tical experience  and  wisdom  of  old  seamen,  and  also  of  a  decla- 
ration from  one  who  has  given  his  whole  vitality,  physically  and 
mentally,  for  the  last  quarter  of  a  century,  to  British  Shipping 
interests^ — or  so-called  free  ships — and  who  has  done  more  harm 
to  American  Shipping  and  made  more  misrepresentations 
thereof  than  any  other  living  man — that  he  represented  fifty 
millions  of  people,  but  has  not  a  dollar  in  American  Shipping 
or  American  Industry;  it  becomes  the  duty  of  everyone  to  make 
an  appeal  to  your  Committee  to  ascertain  truth,  by  a  deeper 
research  and  a  longer  consideration  by  your  able  members  into 
a  politico-economic  question,  that  is  second  to  none  in  import- 
ance to  the  present  and  future  prosperity  of  our  country. 

When  such  a  declaration  is  made  that  Subsidy  is  not  demanded, 
and  that  Free  Ships  are  needed  and  wanted,  for  whose  interest  is 
the  appeal  made  ?   Not  in  the  interest  of  men  who  are,  and  who 


BISTOEY  0V  AMIUCAir  SlIFfIll0. 


wpwsent  Ameriam  commercliil  intereits !  The  official  records  of 
our  coenliy  sliiiiip  a  most  pr onoenced  refutation  apoQ  smcli  aster- 
tioiis 

Are  yoii  to  believe  such  loose  assertions  as  the  foregoing,  or 
the  appeals  of  mm  East  and  West,  who  have  publicly  recorded 
their  remonstrance  agpnat  and  dennnciations  of  such  misrepre- 
sentation and  of  snch  Qtajgressional  tergiversation,  when  the 
anacondas  hissed  at  AmerMn  shipping  and  the  weak  minds  wer& 
influenced  to  believe  in  punishing  the  Pacific  Mail  Steamship 
Company  because  the  stockjobbers  had  seized  and  pillaged  her 
treasury*  * 

The  voice  of  tlMfimte  of  ^  50,000,000— here  speak^ 

not  by  projcy,  but  fo»  Ikemselves,  and  representing  the  pare  bnsi- 
neea  of  the  country,  appeal  for  Subsidy  "  or  bounty  without 
fear  or  mumbling : 

1  *  {  Mis.  Doc. 


4Sn  ConoEiss, 


Ut  Seaaion     f     H^pg^     REPBBsraTAiivBS.    |  ^j^' 
Smanalnmce  of  (MMmmerckanta. 

Mat  II,  ISf4^]|#iNrred  to  the  Oommittee  on  the  Fott-OIEce  md  Po8t-Boad» 

•ud  odtoMd  'to  h»  printed. 


San  Francisco,  Cai..,  May  8, 1874. 

lb  l^e  iofioniNe  the  Semdars  md  Mepresentaiioes  to  Omgrm  from 

the  Fimfic  mmif  Wasftmffim^  D.  C: 

The  policy  of  the  California  Legislature  in  regard  to  the  Public 
If     Mail  Steamship  Company  subsidy  is  suicidal,  the  result  of  tem- 

Iporiil  infatna^on.  If  confirmed  by  Congress  will  involve  the 
portion  of  the  oriental  trade  to  American  shipping 
and  iSrow  it  into  the  bands  of  subsidized  English  line*,  which,, 
with  the  aid  they  receive  from  the  British  government,  can  carry, 
via  Suez  and  London,  at  little  more  than  half  the  cost  by  Amer- 
ican lines  running  direct  to  this  port.  The  Peninsular  and 
Oriental  English  Company  have  a  subsidy  of  over  $2,000,000 
per  annum,  making  it  impossible  to  compete  with  them  with- 
out  this  further  subsidy.  The  refusal  of  Congress  is  almost  tanta- 
mofnt  to  a  surrender  of  the  carrying  trade  to  the  English,  and 
a  luia  of  a  large  portion  of  the  direct  trade  to  this  port.  Since 
the  establishment  of  the  China  line  our  trade  increased  from 
one  thottsand  tons  tea  in  1867  to  over  ten  thousand  tons  in  1871^ 


HISTORY  OF  AMERICAN  SHIPPING 


80 


and  other  merchandise  in  proportion.  To  provide  for  further 
increase  pending  the  construction  of  new  steamers  the  Pacific 
Mail  Steamship  Company  employed  outside  vessels,  when  the 
Peninsular  and  Oriental  Company,  to  keep  the  trade,  dropped 
their  rates  so  low  that  the  Pacific  Mail  Steamship  Company, 
without  the  additional  subsidy  asked  for,  could  not  compete,  and 
our  direct  trade  fell  off*  to  seven  thousand  eight  hundred  tons. 
With  the  subsidy,  the  trade  could  be  retained  and  increased 
to  the  entire  amount  of  American  consumption,  and  to  the  great 
benefit  of  American  interests  here  and  in  all  the  large  cities  of 
the  Western  States,  as  we  have  the  advantage  on  time  required 
for  transit  l)y  a  direct  route.  It  is  needless  to  dwell  upon  the 
vast  importance  of  the  oriental  trade  to  the  nations  controlling 
it.  We  can  have  it  with  half  the  aid  from  our  Government  that 
England  gives  to  her  steamers,  and  the  advantage  to  oar  Gov- 
ernment will  far  more  than  compensate. 

The  Pacific  Mail  Steamship  Company  are  the  pioneers  in  the 
direct  trade ;  have  no  American  competition ;  and  have  estab- 
lished a  line-and  prepared  for  trade  at  enormous  expense,  relying 
upon  the  laws  of  Congress.  The^  are  entitled  to  aid.  The  sub- 
sidy cannot  be  refused  without  violation  of  the  American  prin- 
ciple of  protection  to  home  interests,  extended  to  every  other 
branch  of  our  commerce.  The  past  action  of  Congress  has  crip- 
pled and  almost  destroyed  the  efficiency  of  our  merchant  marine  ; 
and  it  is  now  time  to  adopt  the  more  liberal  and  wise  policy 
which  the  long  experience  of  England  has  found  essential  to  that 
most  important  interest  and  to  the  increasing  demand  of  com- 
merce for  rapid  eommunication,  which  has  made  all  nations  her 
tributaries. 

W.  F.  Babcock,  B.  Poixotto  Frank  &  Co. 

President  Chamber  of  Commerce,  Locke  &  Montague. 
Parrott  &  Co.  W.  &  I.  Stinehart  &  Co. 

Wm.  Alvord.  Loup  &  Haas. 

La&yette  Maynard.  Qeo.  0.  McMullen  &  Co. 

Fredk.  F.  Law.  F.  B.  Faylor  &  Co. 

G.  T.  Lawton.  Marcus  C.  Hawley  &  Co. 

Geo.  H.  fioward.  Reddington,  Hostetter  &  Co. 

Thomas  H.  Silby  &  Co.  C.  Adolph  Lowe  &  Co. 

Kittle  k  Co.  Williams,  Blanchard  &  Co. 

John  Parrott.  Wm.  T.  Coleman  &  Co. 

stle  Bros.  H.  P.  Walker, 

illiam  Peck  &  Co.  David  D.  Cotton. 

Murphv,  Grant  &  Co.  J.  C.  L.  Wedsworth. 

B.  M.  Hartshorn.  J.  W.  Reymond. 

Luis,  Sloss  &  Co.  Jones  &  Co. 

Wooster,  Shattuck  &  Co.  Oliver  Eldridge. 

Wilmerding  &  Kellogg.  M.  Heller  Bros. 


BI8fO&¥  Ot  AlflEI€Alf  SttlPHM 


.  W .  Dodge  &  Co. 
Brittai:e,  Holbrook  &  Co. 
Phillips,  Tillior  4  Co. 
Whittier,  FWler  &  Co. 
Erastein  Bros  &  Co. 
McCain,  Flood  &  McClure. 
Tubbs  &  Co. 
Eosenbauni  &  Friedinaii. 
Isaac  Fried  lander. 
Levi  Strauss  &  Co. 
Bachman  Bros. 
B.  N.  &  E.  Walter  &  Co. 
Seliolle  Bros. 

Michaels,  Friedlander  &  Co. 
L.  &  M.  Sachs  &  Co. 
Morrison,  Harris  &  Co. 
Hoffmau  &  Co. 
Weil  cab  u  &  Co. 
Schweitzer,  Sachs  &  Co. 


A.  B.  Forbes,  Crane  k 

Farwell  &  Co. 

J.  D.  Farwell. 

Baker  &  Harailtoo. 

W.  C.  Ralston. 

Geo.  C.  Johnson  4  Co. 

Neustadter  Bros. 

Christy  &  Wise. 

L.  &  E.  Evertheimer. 

L.  Deiikelspiel. 

Albert  Man  &  Co. 

A.  S.  Rosenbaura  &  Co. 

Weil,  Woodleof,  Hooker  &  Co. 

Frankeiithal  &  Co. 

Richard  Patrick  &  Co. 

E.  E.  Morgan's  Sons. 

Jacob  Underbill  4  Co. 

A.  Hayward. 

Helbin'g  &  Strauss. 


This  was  followed  the  next  year  with  an  appeal  of  the  repre- 
flenHilives  of  American  interests  in  New  York,  that  Congress 
preflerre  inviolate  the  bonded  contraet  and  honor  of  our  country. 

Mmmisimmjmm  Mm  Tm'k  Mmhmis. 

43d  CoNoaiss,  \  SENATE.  f  Mis.  Doc. 

M  Semm.    j  »        \  No.  94. 

Fbbbvabt  17, 1873.>--Ordered  to  lie  on  the  table  and  be  printect. 

Niw  York,  FebrimrM  16, 1875. 

To  the  Congrem  of  the  United  J^tes : 

The  undersigned,  bankers,  merchants,  and  others  of  the  city  of 
New  York  interested  in  the  trade  with  Cliina  and  Japan,  have 
viewed  with  great  solicitude  the  recent  proceedings  in  Congress 
towards  a  withdrawal  of  the  semi-monthly  mail  service  between 
those  countries  and  San  Francisco. 

They  would,  theretbre,  respectfully  represent  to  your  lionora- 
We  body  that  the  interests  of  all  engaged  in  this  trade  would  suf- 
fer irreparable  injury  in  its  discontinuance. 

The  large  and  tapidly  increasing  commerce  between  the  East- 
ern and  Western  hemispheres,  yet  in  its  iiitancy,  needs  the  sus- 
taining support  of  Government  to  develope  it  by  aiding  this  com- 
pany to  meet  the  increasing  wants  of  the  merchantile  community; 
and  a  withdrawal  of  mail-facilities  would  be  fatal  to  progress. 
We  cottiiier  that  the  vast  commercial  interests  of  the  country  at 
large  in  the  maintenance  of  the  said  line  are  of  paramount  im- 
porlanise  to  that  of  this  or  any  other  company. 


iWd^W*'  if 


HISTORY  OF  AMERICAN  SH1PPIN0.  91 

Your  petitioners,  therefore,  respecfully  remonstrate  against 
annulling  the  contract  with  the  Pacific  Mail  Steamship  Company 
for  the  said  service,  and  humbly  prav  that  you  will  ffive  their  pe- 
tition  lull  consideration. 

A.  A.  Low  &  Brothers.  B.  D.  Morgan  &  Co. 

Brexel,  Morgan  &  Co.  Atlantic  Mutual  Insurance  Com- 

Howland  &  Aspinwall.  pany,  by  Charles  Dennis,  vice 

Wetmore,  Cryder  &  Co.  president. 
Pabbn  &  Chauncey.  Mercantile    Mutual  Insurance 

Bucklin,  Crane  k  Co.  Company,   Ellwood  Walter, 

Oary  &  Co.,  90  Pine  street,  president. 
Wni.  H.  Foggs  A  Co.  Orient  Mutual  Insurance  Com- 

Olyphant  &  Co.,  China.  pany,  by  Eugene  Deutilly, 

Beebe  &  Brothers.  president. 
Wood,  Payson  &  Colgate.         Great  Western  Insurance  Coin- 
John  Middleton  k  Co.  P»5y>  Ferd.  Molz,  president. 
W.  H.  Smith  &  Son.               W.  K  Jessup,  Paten  &  Co. 
Thompson,  Knapp  &  Co.  HiWSbhn  Caswell  &  Co. 
Hewlett  &  Tormoce.               Caleb  F.  Smith  &  Co. 
E.  P.  Arensted  &  Co.              J.  B.  M.  &  R.  Montgomery. 
Carter,  Hawley  &  Co.              Geo.  W.  Lane  &  €o. 
E.  W.  Corlies.                       Sheldon,  Banks  &  Co. 
Fred'k  Mead  ^  Co.                H.  B.  Claflin  &  Co. 
Frazar  &  Co.,  of  China.           J.  &  W,  Seligman  &  Co. 
Spencer  &  Havemeyer.            J.  &  S.  Wormser. 
New  York  Matual.  Insurance  TheSilk  Association  of  America, 

Company,  by  John  H.  Lyell,     by  Franklin  Allen,  secretory. 

president,  Cheney  Brothers. 

Union  Mutual  Insurance  Com-  Wm.  ItyJe. 

pany,  by  F.  Stagg,  vice  presi-  Wra.  Strange  &  Co. 

ient.  B.  Richardson  &  Son. 

H.  K  Thurber  &  Co.  Geo.  B.  Skinner  &  Co. 

London,  Asiatic  and  American  Hamil  &  Booth. 

Company,  James  Purdon.      D.  O'Donoghue  &  Co. 
Harper  k  Goadby,  agents  Cana-  B.  B.  Tilt  &  Son. 

dian  Bank  of  Commerce.      Dexter,  Lambert  &  Co. 
fl.  A.  Tuzo,  agent  Bank  of  Wm.  H.  Horstmann  &  Sons. 

British  North  Ameri<i||il     Thos.  N.  Bale. 
John  H.  Draper  &  Co*  Jno,  F.  Steams  &  Co. 

These  prominent  Americans  should  be  deducted  from  Mr. 
Codman's  mythical  "fifty  millions  "  opposed  to  subsidy.  It  is  im- 
possible to  express  more  pungently  the  injustice  of  Congressional 
action  in  the  above  case  of  breaking  the  national  faith  by  abro- 
gating a  sealed  contract,  than  in  words  of  one  of  your  Committee, 
in  a  similar  service,  and  in  a  minority  report,  June  22,  1874: 


HISTORY  OF  AMBEIOAjr  SHIPPim 


***nm  coDclnding  portion  of  the  unreasomiUt  report  of  tli# 
ini^^'^^  ^       GoiwinLittee  reads  us  follows: 

"  If  fhmiMlHIl  meuis  wen  used  to  secure  the  additionni  subsidy,  even  if  the 
present raanttgem  of  the  comptiny  are  entirely  innocent  in  the  matter,  as  we  as- 
■ume  tbej  sra,  Congftw  alioiiM  not  hesitate  to  declare  the  subsidy  forfeited  on 
mj  groiand,  eitlier  real  or  teclmicml.'* 

From  wMcli  outrageous  decision  the  Hon.  Mr.  Page  dissented^ 
aed  tii«  alMicirdltir  of  w||i|||^  as  follows : 

a  Vith  this  I  would  heartily  concur  if  there  was  any  evidence 
before  the  committee  as  to  any  corrupt  means  being  used ;  but 
as  there  is  no  such  evidence,  I  have  no  hesitation  in  concurring 
with  the  above  roport  of  the  minority  as  to  the  legal  questions 
involved.  "  H,  F.  PAGE." 


What  Informed  or  sensible  man  will  say  candidly  that  a  Freo 
Ship  privilege  will  provide  sobsistence  for  the  &mily  of  the  ship- 
owner or  pdd  one  dollar  more  profit  than  an  American-built 
snip  ? 

tte  and  GMM>i?e  illustrations  of  the  free,  or. 


properly,  fbreiplillii^  thitiq!^:^  There'  are  plenty  'Of  decayed 
eitfl  ready  to  be  patched  up  and  sold  cheap  to  any  one  who 
could  be  so  credulous  as  to  practice  the  Free  Ship  theory.  It  is 
said  that  *'  subsidies  by  our  Congress  would  please  British  ship- 
builders."  Tliiiiijwhy  do  they  make  such  a  fuss  against  it? 

Decayed  ^rg|fjy||i  surplus  stock  swarm  in  the  waters  of  the 
-  loropetttfiiiltsts,  Ship-billili^^  h^«ii^|fN  0^%'  overdone  for 
ammj  ylm'^^lll '  ''^ilat  Britain.  Tm finable  reports  by  the 
United  States  Consuls  have  made  such  exhibit  for  some  time. 
There  is  not  a  shipping  merchant  who  goes  to  Europe  who  is  not 
importuned  by  oompetitors  there,  ready  to  cut  each  other's  rates 
^«  m  get  off  iM^MKXff  stock,Jil|  Biir  York  builders  with  their 
blocks  of  houses,  and,  in  **  the  timks  of  the  trade,"  some  bargains 
are  offered  to  catch  the  next  customers ! 

It  is  not  the  price  of  the  ship  that  has  injured  our  shipping- 
■or  our  maiitime  honor;  It  is  the  enemy  in  sheep's  clothing- 
■^0^^^^99imm  «very  one  who  ri8k4||||peapital  to  build  up  this 
Amenoui  industry,  or  who  strives  |#  jprove  the  true  treachery 
iA  eunningly  hidden  and  protected  by  the  power  of  money  and 
journalism.  Such  treachery  to  American  industry  is  without 
fttrallel  in  the  records  of  any  other  country.  In  our  civil  strife,  as 
of  the  flputh,  we  were  open  enemies  in  warfere; 
ire  were  fighting  in  the  field  there  was  an  enemy  who 

ji. 


aiSTORY  OF  AMERICAN  SHIPPING 


9a 


was  more  than  enemy,  who  was  and  is  st41l  treacherously  under- 
mining the  noble  prestige  of  American  honor  on  the  seas  by 
quietly  and  insidiously  working  like  the  worms  and  the  barn* 
ades  at  the  bottom  of  the  American  ship  in  the  interest  of 
British  ship-builders. 

The  young  men  of  the  South  despise  such  means  of  an  enem}^ 
and  will  rally  to  the  support  of  our  flag  over  our  industries  and 
over  the  seas.  We  cannot  be  deceived.  We  will  not  be  sold 
^iMttt  in  labor  and  honor  by  those  who  with  so  much  mutviter 
plead  that  paying  for  carrying  our  mails  is  stealing.  Such 
nonsense  won't  do.  We  want  to  see  our  ship-yards  active  and 
our  ship-owners  paid  honestly  for  the  service  they  render  and 
our  honor  that  they  uphold. 

Long  experience  in  commercial  associations,  with  peculiar  &cil» 
ities  as  regards  commercial  education  and  information  upon  the 
Shippini:^  of  the  world  while  connected  with  the  Pacific  Mail 
Steamship  Company,  and  while,  at  the  same  time,  watching  and 
studying  the  conditions  and  relation  of  the  Industries  of  every 
nation ;  and  for  several  years  in  a  wider  and  better  field  for  learn, 
ing  the  world's  commercial  and  industrial  condition  in  develop- 
ment and  for  research — analyzing  the  economic  problems  pre- 
sented in  the  reverses  and  successes  of  each  nation — may  be 
considered  a  reasonable  incentive  to  the  deepest  interest  and  a 
qualificatioh  for  impartial  judgment  in  coring  an  opinion  and 
pleading  upon  this  subject,  which  has  been  and  is  being  so  ter- 
ribly misrepresented,  neglected,  trifled  with,  and  destroyed — and 
why  ?  Simply  from  the  want  of  proper  and  thorough  research 
into  the  non-apparent  causes  that  have,  and  are  still,  producing 
such  consuming  results. 

It  is  with  feelings  of  mortification  and  indignation  that  we  see 
the  humiliating  commercial  foreign  despondence  of  our  Monu- 
mental city  at  present,  and  read  the  following  colloquy  from  one 
of  our  recent  journals,  which  illustrates  so  clearly  our  menial 
maritime  condition :  * 

"  Not  long  ago,  while  waiting  in  Baltimore  harbor  for  an  in- 
bound boat,  we  oegniled  the  time  by  goin^  on  board  of  an  English 
steam  freight-ship  awaiting  her  turn  at  me  elevators  for  a  cargo 
of  grain.   We  asked  the  captain  what  port  he  last  hailed  from. 

•*  He  said,  *  Liverpool.' 

«« « What  cargo  did  you  bring  ? ' 


ii  HISTORY  OF  AXIMQAN  SOIPPDia. 

"  *  Iron  in  ballast/ 

tnfs  in  blulast  ?' 

•  Oil/  said  he,  *  we  make  three-cornered  trips.  We  bring: 
English  iron  to  the  United  States  in  ballast.  That  helps  our 
manufacturers  to  climb  your  Tariff.  Then  we  ship  a  load  of  your 
wheat,  which  has  no  market  except  in  our  ports,  and  we  make 
jnur  wheat  pay  the  freight  both  ways  !  * 
**  *  But  how  can  you  do  that  ?' 

"  *  Simply  because  we  command  the  situation,'  replied  the 
Englishman.  '  Your  wheat  has  no  market  except  in  England, 
and  you  have  no  means  of  getting  it  there  except  in  English  ships.^ 

"  So  our  worthy  British  cousin  made  our  wheat  pay  not  only 
the  freight  on  itself  to  his  market,  but  the  freight  on  his  pig-iron 
to  ours! 

"And  yet  we  have  heard  our  statesmen  say  that  this  country 
did  not  need  a  merchant  navy,  for  the  reason  that  the  English 
ships  carrifdLj&yervthing  at  mch  reasonable  rates!  " 


Is  Maryluid,  "  my  Maryland,"  becoming  England's? 

How  true  this  is  known  to  be  by  our  statesmen;  yet  how 
strange  that  this  condition  has  been  permitted  to  grow  yearly, 
from  neglect  of  American  Shipping,  until  to-day  eighty-Jive 
par  imL  of  American  trade  is  controlled  by  foreign  shipping — 
and  a  proportion  of  home  industry  and  profit  lost  by  Great 
Biitaln's  monopoly  far  greater  than  by  any  other  country. 

The  Secretary  of  State,  in  his  ricent  letter  on  the  "  Com- 
merce of  the  World,"  the  most  valuable  as  well  as  recent  econ- 


■IL 


tlMUk  Imb'k  1.70  NHil'lo  1  ton  eorend  bgr  the  Gemuui  Ihg  in  the 

2.21  to  1  by  Butch  flag,  in  the  trade  between  both  countries. 
2.81  to  1  by  Austrian  flag,  ditto. 
8.97  to  1  by  Belgian  fla^,  ditto. 
6.12  to  1  by  French  flag,  ditto. 
5.51  to  1  by  Italian  flag,  ditto. 
8.00  to  1  by  Spanish  flag,  ditto. 
S.20  to  1  by  Bussian  flag,  ditto, 
less  to  1  by  American  flag,  ditto." 

Here  we  are  presented  oiUciallj  our  actual  condition,  the  most 
humiliating  of  any  irst^lass  nation  in  the  world ;  and  this  de» 
cline  is  due  solely  to  one  cause,  viz.,  the  wily,  underhanded, 
domino  agents  of  foreign  shipping  interests,  harping  their  flatter- 
ing W0rd8  into  the  ears  of  our  rulers,  that  "  it  is  better  to  let  the 

jBriMsh  lxehei|uer  pay  her  nhipiiii|f|^  mm  off  than  to  notice 

m  trivial  a  monopoly."  * 

 jaitMiiii   ^  —  


HISTORY  OF  AMERICAN  SHIPPING, 


Nothing  has  ever  been  written  more  forcibly  expounding  the 
true  conditions  and  results  of  this  monopoly  that  enslaves  all 
Americans  to-day  than  the  following  from  a  recent  report  ot 
tJ.  S.  Consul  Potter,  of  Crefeld,  Germany : 

"  It  is  undoubtedly  the  interest  of  European  powers  to  monopolize,  as  far  as 
possible,  the  carrying  trade  of  the  United  States.  They  know  that  the  flag  of  a 
nation  carries  influence,  and  that  the  people  all  over  the  world  are  largely  swayed 
in  forming  their  judgment  of  the  power  and  productive  capacity  of  »  country 
hy  the  frequency  with  which. its  flag  appears  at  the  maiMiMd  of  iti  oommereially 
laden  ships.  Often  seen  in  foreign  ports,  it  engenders  respect  and  confidence, 
and  thus  opens  new  ETenues  to  healthy  trade.  If  the  commwroe  of  ibe  American 
States  was  conducted  in  American  bottoms,  their  ships  would  dot  the  seas  in  every 
climate,  Mid  tbdr  flag  be  fluniliar  in  all  parts  of  the  wwld.  huU^&ng  and  sail- 
ing American  ships,  something  more  would,  therefore,  be  accomplished  for  the 
country  in  rgvMi^  oeHveiduairies  in  Ameriean  akipyardt,  and  furnisning  emplof* 
mmU  to  thou9aHd9  of  mechaniet  and  sailors.  The  great  commercial  beneflu  arising 
from  international  intercourse  would  be  secured,  and  the  principles  of  peace  and 
oiTiliaation  steadily  advanced. " 

But  here  is  something  more,  and  clearly  one  of  those  "  gen- 
eral and  beautiful  principles  "  of  free  trade,  published  only  a  few 
days  since  in  one  of  our  leading  New  York  journals,  show- 
ing how  stupid  we  are  in  not  seeing  that  by  building  up  and  en- 
riching British  shipbuilders  tke^  vM  9om  km  ''Boo^mmgh/' 
and  then  stick  Americans  with  high  prices,  andfiree  ihem  some  years 
hence,  in  shame  and  want,  to  come  back  to  ^\first  'principles  "  of  charity 
at  home — American  shipbuUding, 

Here  is  the  douceur : 

"An  Englishman  thoroughly  familiar  with  the  official  statistics  of  the  Eng- 
lish Board  of  Trade  and  with  the  conditions  of  shipbuilding  in  Great  Britain, 
writes  as  follows  to  a  friend  in  New  York  : 

•Our  shipping  business  seems  to  be  undergoing  a  complete  revolution.    Sailing  vessels 
except  of  a  large  size,  are  not  being  built,  and  an  amount  of  capital  is  being  put  into  steamers 
which,  to  say  the  least,  is  startling.  -By  opening  the  door  to  our  ships  you  would  be  reviving  your 
own  buiU^ng  trade,  omng  to  M«  hereaaM  price  which  would  be  omm  here  in  ret^pomt  to  jfour 

Could  anything  be  more  wily  than  this;  and  yet  it  is  the 
whole  argument,  and  published  in  credulous  verdancy  or  worse. 

Suppose  we  open  the  doors  to  American  ships  and  try  them 
a  while. 

And  here  is  another  specimen  of  the  sweetmeat  sophistry 
that  is  given  to  our  credulous  rulers  and  interested  people  in 
frequent  doses,  but,  like  Christmas  stockings,  full  of  indigestible 
materials.  A  London  Journal  recentlj  tried  to  soothe  our 
anxiety  for  our  dying  sht|i|||^         as  follows : 


•*  The  Americans  seem  unable  to  let  well-enough  alone  !  Brit- 
ieli  Bliipe  have  carried  their  mails  and  their  products  practically 
wMk&ut  competition  for  a  score  of  yean*,  and  during  no  other 
period  of  their  history  have  the  American  people  prospered  as 
they  have  since  their  Merchant  Marine  disappeared  from  the 
ocean.  [By  destroyingf  our  Industry !]  This  is  because  the 
laws  of  nature  have  been  obeyed  I  the  Americans  have  conformed 
iheir  policy  to  the  great  economic  faei  that  England  is  the  natural 
eemmon  carrier  of  the  world,  and  they  have  not  wasted  their  energy 
Of  their  substance  in  vain  efforts  to  compete  with  her  at  constant 
loss.  The  great  truths  of  Free  Trade  underlie  the  relations 
between  British  carriers  and  American  producers,  and  the  results 
are  seen  in  mutual  prosperity,  each  nation  realizing  the  utmost 
benefit  in  its  own  sphere,  and  neither  trespassing  upon  the  natu- 
ral i^niEin  of  the  other." 

Thii  is  indeed  oool,  assuring  philosophy  for  those  who  do  not 
flii^teow  its  meaning,  ai||||^  charmed  by  the  smooth 
aiyings  and  soU  voice  of  the  enticing  siren,  the  resnlt  of  which 
IS  seen  and  sadly  felt  by  our  farmer,  mechanic,  and  tradesman. 

Can  it  be  that  the  editor  of  that  journal  is  so  weak,  or  that  he 
belieires  thst  Aroericiins  are  so  weak,  as  to  accept  such  fulsome 
fiiKtti|P||li|||.s  his  picture  is,  however,  the  true "  state  of  our  bar- 
renness, the  true  case  of  our  dependence,  the  tme  condition  of 
onr  sabscrviency,  he  has  a  good  reason  for  Ins  conclusions. 

Let  Americans  read  the  letter  of  ex-Minister  Bancroft  (under 
Booty,  following  pages,)  the  Messages  of  Washington,  of  Polk, 
and  others  pdMnitted  herewith  for  a  clear  exposi  of  the  farce 
mad  deceit  Ae  causes  of  the  decline  of  American  shipping.  ^ 

To  analyze,  then,  this  greatest  of  Industrial  questions  in 
oi!|lM%  let  ns  irst  review  the  "  Primer  Questions,"  not  pre- 
pared by,  Imt  sent  out  i>r  tbiiiUy— ittee ;  and  then  consider 
eai|l|g^^  of  our  Shippin/ 

*  The  Hew  Tork  Hsntieftl  Cbsette  recently  very  concisely  expressed  tbe  story 
¥12. : 


8eii^%  th«y  will  iSoobtodly  do  n^w*"*     ■  ®    ^  pesseii  S    '   through  fhe 

fA«y  did  sot  m  fiilHil*  This  is  wonderful,  but  shamefully  too  true.  This 
agency  (a»  represented  in  following  pages)  is  the  insidious  flatterer,  who,  with 
theoretical  palaver — ^unlets  •tronger  and  less  pure  argument  is  needed— has  for 
tventy-five  years  been  encircling  its  infliience  in  our  private  and  public  halls, 
like  a  serpentineous  charmer,  for  the  ''ijl^^  American  "Shipping. 


^fl«  4mmmt  "it  intaMcr  IA«m  ik$  mwrdt 


ft 


COLUMBIA  LOOKS  IN  VAIN 

FOR 

Our  Merchant  Marine. 


Tho'  Lost  to  Sight,  to  Memory  Dear  I " 


"For  of  all  sad  words  of  tongue  or  pen, 
The  saddest  are  these^it  might  have  be^I " — 

FoBEiaN  Lobbyist — 

Come  sit  thee  down  upon  this  saixdj  i^ide. 
While  I  to  thee  in  golden  notes  oonfide ; 
This  trade  for  years  successfully  IVe  plied, 
Harping  the  bonny  air,  "  The  Ships  o'  Clyde." 
7  H  (97) 


3?    Ej,  S  T  I  Cjl*  El 

.  American  Shipbuilding, 

IMIT  FOKEieM  JteENTS  MlllAf  ©B  TO  HIIIB  0E  IIIFAMI. 


1784.  Komsey,  in  the  presence  of  Washington,  creates  til©  firot 

successful  steamboat — in  the  world. 
1807.  FaltOE  iaangorates  the  first  regular  steam  traffic,  ditto. 
HiP*AiNveii8  inaogarates  the  first  coastwise  steam  traffic,  ditto. 
1812.  Baltimoreana  create  the  greatest  ships,  the  GUppers,  ditto. 
1819.  The  "  Savannah  "  inaugurates  ocean  steam  shipping,  ditto. 
liSo]  Henry  Ecktord,  of  Xew  York,  and  a  large  nuraber  of 

American  shipowners  invited  to  Turkey  to  build  ships. 
1830.  Harlan  &  Hollingsworth  build  the  first  iron  ship  in  America. 
1845.  David  Brown,  of  New  York,  presented  by  the  Czar  of 

Russia  with  a  diamond  ring  for  the  best  models  ot  ships. 

1860.  The  Collins  line  established,  with  finest  steamships  m  the 

world.-  W0^^'^^ 

1851.  The  Steers  Brothers  especially  honored  by  the  Queen  of 

England  with  a  silver  cup,  IliiHnmiig       ywiht  r&em 
with  "  Ameiica,"  in  fairness  and  honor  to  the  victors 
and  rebuke  to  the  unfairness  and  shame  that  denied  the 
so-called  "  prize  "  of  the  London  Royal  Yacht  Club. 

1852.  Westervelt,  the  great  shipbtlilder,  madeMayorof  New  York. 
1866.  George  Steers  builds  the  largest,  finest,  and  fastest  steam- 
ship afloat— the  "Adriatic." 

1857.  W.  H.  Webb  is  presented  by  the  Czar  of  Russia  with  a 
gold  snuff-box  set  in  diamonds  for  building  the  mag- 
nificent steam  frigate  "  General  Admiral." 

1861.  Wm.  Cramp  builds  the  greatest  ironclad  of  the  world— 

tto^lpwiides." 

1801.  W.  a  UTebb  receives  contract  from  Italy  to  bniM  two 
ironclad  steam  frigates. 

1865.  W.  H.  Webb  sells  to  the  French  Government  his  great 
war  ram,  "  Dunderberg.** 

1871  John  Roach  builds  the  great  iron  steamships  "Peking" 
and  "  Tokio,"  and  establishes  an  iron  ship  yard,  unex- 
celled in  the  world. 

m 


"|.  )  lH,.^'THp^...i^  "lVr,..i^  ^■■.l_'*CD...Jr{i'^S^ 

QUESTIONS  OF  THE  SHIPPING  COMMITTEE 


Question  1st. — "  Why  cannot  this  country  build  iron,  steel,  or 
wooden  vessels  as  well  and  cheaply  as  they  can  build  in 
Scotland,  England,  or  other  countries  ?  " 

Reply. — As  this  question  reverses  the  order  of  progress,  it  is 
necessary  to  reverse  an  answer  and  take  the  last  dlass  first. 

The  record  of  American  wooden  ships  is  so  renowned  as  to 
cheapness,  model,  completeness,  and  speed  that  it  was  not  sup- 
posed any  one  under  the  rays  of  the  sun's  light  and  within  the 
pale  of  civilzation  would  seriously  have  asked  such  a  question ; 
hence  the  country  naturally  asks — 

Who  prepared  these  doubk^mmrmg    Qimtkm  f  " 

We  have  read  in  magazines  of  late,  and  in  pages  of  adverttsed 
theory,  from  some  one  of  the  semi-dead  literati  of  college  facul- 
ties, and  from  the*  subsidized  manufacturers  of  public  opinion  in 
daily  journalS|  articles  arguing  that  Amerioam  emmot  build  ships  ! 

But  what  would  have  been  the  feelings  of  our  Pilgrim  Fathers, 
our  Revolutionary  fathers,  our  shipbuilding  fathers,  v/hose 
courage,  fortitude,  skill,  independence,  patriotism,  and  toil 
recorded  the  grand  pages  of  American  history  and  the  Prestige 
(shown  in  foregoing  pages)  of  American  Shipping,  could  they 
liave  foreseen  or  dreamed  that  an  American  Congressional 
Shipping  Committee  would  have  ever  seen  fit  to  brand  the 
American  people  so  officially  and  conspicuously  with  such  a 
record  ?  Americans  build  the  best  iron  and  steel  ships  to-day — 
inlhewwU! 

The  foregoing  argument  presents  a  record  unequalled  even  by 
Great  Britain  ;  and  the  foregoing  page  epitomizes  a  prestige  of 
which  no  other  nation  in  the  world  can  boast. 

It  is  not  asked,  "  What  have  been  the  causes  of  our  decline  ?  " 
but  an  injurious,  incorrect,  and  double  purpose  is  intended. 

That  this  Question  ^  is  but  an  insidious  insinuation  and  itii^ 
tended  imputation  upon  our  American  Industry  will  be  shown 

(99) 


100 


HIBTOBT  OF  AMBKICAN  SHIPPING. 


in  th©  illomng  analysis  of  the  Shipping  Coaditiona,  pages  116, 

Qoilfiim  li. — ^  If  we  had  such  Tessels  without  cost  to  us,  Gonld 
they  be  run  by  us  in  competition  with  those  of  other 
countries,  who  build  their  own  vessels  and  run  them  with 
officers  and  crews,  without  a  modiicatiou  or 
repeal  of  existing  laws  ?  " 

I^eply.— Here  is  a  reasonable  and  pointed  inquiry  turned 
adroitly  and  pnjudged  with  a  decision  that  "  modification  or  re- 
lillllir  existing  laws must  and  shall  be  lugged  in  as  a  necessity, 
or  no  reply  will  be  received. 

This  is  what  lawyers  term  "  leading,"  or  dictating  answers. 
A  leviathan  i  iWiliiiriinbriint  without  food,  nor  can  a  ship.  It  is 
food  that  is  as  necessary  on  the  high  seas  as  well  as  on  land. 

The  modification  or  repeal  of  all  of  our  existing  laws  could 
Mt  " modify  or  repeal"  subsidy  competition,  or  supply  freight 
to  our  ship  at  piying  or  subsisting  rates.  For  proper  evidence 
and  consideration  of  this  point— without  the  restriction  of  above 
f  uestion— see  heading  "  1^  Ships,"  pages  following. 

Questiou  8d.— **  What  modifications  of  existing  laws  or  what 
new  laiilipiilMlllil^^  discriminations  against 

.and  buiiS'u]^^  »nd  shipowning  interests, 

such  as  cu8toii**ies,  port  dues,  customs  charges,  pilotage, 

and  other  dues,  Ac.  ?  " 
Keplj. — Gould  there  possibly  be  more  arbitary  dictation  ex- 
pressed  than  In  this  so-called  "  Question  ?  "  As  the  premises 
asserted  have  not  been  pioven,  such  conclusions  cannot  be  die- 
toted.  (See  the  sevenJ  headings  under  "Burden."  pages  fol- 
lowing.) 

Question  4th. — Compare  the  laws  of  other  countries  with  our 
own,  with  a  view  to  their  e&ct  upon  our  and  their  ship- 
ping  and  shipowning  interests." 
Heplj. — ^This  is  the  first  Question  of  the  series  that  indicates  a 
thorough  and  wise  invesljgpitlon  into  the  subject,  and  a  compari- 
son of  such  laws  will  Imi  found  in  argument  under  heading 
"  Foreign  Policies,"  foUowittg. 

The  testimony  presented  i||||r  that  heading  shows  that  Ger- 
many  is  aroused  to  fostering  her  Merchant  Marine ;  that  France, 


HIBTOBT  Of  AXBaiOAH  SBIPPIMO. 


although  disappointed  in  the  first  year's  results  of  her  new 
marine  law,  through  the  speculation  attending  same  at  the  start,  is 
now  reported  by  aU  our  Consuls  as  wonderfully  improving ;  Italy 

is  likewise  enjoying  a  Shipping  revival;  Austria,  Russia,  &c., 
are  in  the  van,  yet  the  American  ship  is  betrayed — at  home — and 
made  a  Galley  81ave« 

Question  5th. — "  Should  our  Navigation  Laws  be  repealed  or 
modified  ;  and,  if  modified,  wherein  and  .  for  what  pur- 
pose?" 

.Rftply. — It  is  not  likely  that  any  one  will  own  the  authorship 
of  this  remarkable  declaratory,  rather  than  categorical  query,  to 
say  nothing  of  the  "  whereins  "  and  wherefores  "  of  what  has 
yet  to  be  proven. 

It  needs  no  comment !  See  heading  "  Navigation  Laws,"  fol- 
lowing. 

Question  6th. — "  What  is  the  cost  of  the  component  materials  of 

iron,  steel,  or  wooden  vessels  in  other  countries  and  our 
own?" 

Seply,^ — ^Here  is  the  second  query  that  demanda  consideration, 
and  which  will  be  found  fully  presented  under  "  Shipbuilding." 
See  pages  following.* 

Question  7th. — "  What  would  be  the  efiect  of  a  rebate  on  any  or 
all  such  material  ? " 

Reply. — The  framer  of  this  Question  was  more  mindful  of  his 
special  object  in  view  than  of  the  United  States  Statutes,  or  else 
overlooking  the  fact  that  sections  2513  and  2514  provide,  and 
for  years  have  provided,  such  rebate,  and  which  sections  are 
still  the  law.  See  under  ^'Customs  Tari^"  fcdlowing  argu- 
ment 

Question  8th.— ^*  Present  any  other  Statemeiita  connected  with 
the  eanses  of  the  MiMP  of  the  American  foreign  cffirry- 
ing  trade,  and  what  J||di|8  caa  be  applied  by  legisla. 

j^l^^J  JTJ  ^  ll|pjii|i|if| 

Boply.— Under  tills  privil^^  the  foregoing  and  the  follow- 
ing Statements  are  herewith  respectfully  submitted  upon  our 
Shipping  Conditions,  and  consideration  thereof  respectfully 
asked: 


ANALYSIS 

out  SUPPING  CONDITIONS. 


We  hme  men  by  the  foregoing,  and  the  "  repeated  record  of 
historj',"  that  there  has  been  no  period  of  our  country  not 
marked  with  incidents  remarkably  indicating  our  dependence 
npon  the  home  de¥elo|iii|i|^^  so  forcibly  ex- 

pressed  in  words  submitted  ta  Ooogress  by  President  Washing- 
ton, an4  Ifi  0lrly  as  1631  by  Qo¥ernor  Winthrop. 

There  is  lMHpli<)<>  political  economy  or  commercial 

necessity  par^Hnt  to  ..this. 

There  is  no  economic  or  Industry  that  has  received  more  pa- 
thetic consideration — ^in  vain. 

There  is  no  arm  of  national  honor  and  defefense,  or  of  trading 
^HHmce  and  prosperity,  that  has  been  so  oontinually,  systematic- 
ally, and  sbamefhlly  neglected. 

Nor  has  any  economic  qnestion  ever  been  more  contradictorily 
ilscnseed. 

It  is,  therefore,  useless  to  present  to  a  High  Commission,  or 
to  Congress,  evidence  that  is  incomplete  or  uuessential  in  so  im- 
portant a  matter,  as  all  of  the  innumerable  papers  of  history  are 
at  band  for  convenient  reference  and  verification. 

It  is,  therefore,  my  purpose  liUlendeavor  to  present,  as  thor- 
oughly  as  possible,  the  salient  features  of  our  Shipping  Condi- 
tions, under  the  peculiar  divisions  that  characterize  these  inter- 
ests of  our  country  and  trade,  viz. : 

(102) 


Among  the  Breakers !  I 


■mm 


Smmmm  and  Mumbebs,  how  have  you  taxed  our  people  and 

our  Industries  by 

"F^LSE  ECONOMY'' 

towards  American  Shipping,  while  listening  to  the  interests  ^ 


OF 


Vw^gB  Hhtygtng  AgeirtBt 


WHO  CRY 


(108) 


''iiliiiiSI 


mat 


DJIXIr  ovAltMMLBtWm 


&9  - 


The  prestige  of  American  shipping  is  world  renowned,  and  the 
theme  of  even  fofeigii  historiimsi  m  well  m  the  pnde  of  Ameri* 
mm  tmAmmm  mrimmmmm-(3tmnthAm  and  Yeats  hoth  wrote : 


**Ainerica  has  be«ii  »  fonaiMfo  iM  to  England,  and  may  l»oooiiio  so  again.**  Amariean. 
<tsl8Maen,  sAoU     not  f 

**  PreTkHis  to  the  development  of  ttmm  {and  ixon]  ahipa  the  pteponderanoe  of  shipping  was- 
iiliiiff  ntfldl^  into  the  hands  of  American  ship-ownen.** 


Here  are  the  official  %ares  of  our  Register : 


Smi.  Stmm.  Total, 

Tear.         Ha         Tons.  Mo.         Tons.  No.  Tons. 

1798. —      686       49,485  —  635  49,435- 

181&           1824      154,694  5           954  1829  165,57» 

1855           1781      510,689  m       7^760  2027  683,450 

IfWi             869      IMbMf  MMi'      UUtSlA  laifl 


1855! 

'''I  l  llllll  I  I  I  II  I  I  iii^^^  "  "* 

In  1856  the  highest  point  in  ownership  was  reached— 5,681,394. 

In  1855  and  1856  the  highest  proportion  of  onr  commerce  carried  in  American  ships  wa» 
iMieliodi  vis.:  '11  'par  oanl 

Mm  mM  American  Sldpping  Fame  ! 

SSIP^WIIBOKIIIO. 

The  dficMm  of  oar  Shipping  is  marked  from  1855. 

The  eiNitiiiists  created  through  the  iy^mf^ted  wisdom  of  states- 
men under  the  Poll||^^  were  made  in  solemn  com- 
pact  between  nation  and  ship-bnilders,  to  expire  as  follows : 

Mew  Totk  and  Liverpool  (Collins)  Line  .  27th  April,  1860. 

Hev  York  ani  Bremen  Line  ^  ...^^  .~  Ist  June,  1858.. 

^f^.  '   Mew  T©tk  mi  Mmm  Lime  .  Ist  June,  1858. 

Mew  York,  Hew  Orleans,  and  AipinwaU  Line  —  Ist  Oct.,  1859. 

Astoria  and  Panama  Line  .  Ist  Oct.,  1858. 

Charleston  and  Havana  Line  30th  June,  1859. 

New  Orleans  and  Vera  Cruz  Line ,  — ^^^SM  June,  1858. 

yeaz^  trying  tadeatrogr  these  Nattooal  obligaiioni. 
Foreign  intemii  aocoeeded  first  in  inflaeneing  the  redaoilon  of  tlia  amoont,  and  tnalljr  th#- 
diahfrnorable  ahrofl^yaa  of  these  jhul— hitoii  e  their  expiraHon. 


Vron  llMSioliliOoiigfesB  again  aaihoriaed  solemn  oonttaeta  to  be  made  in  hehaif  of  onr 
.SMpfiiDgi  but  apdn  vaa  infliieaeed  hgf  miarepteaetttaCioDa  of  llMrtign  emiaaariea  to  iteogate  the* 


fl«  Apww  Qwrf  la  JUpM?^,  188I,  owl  Cbavf  ^^^lifMiw  laat  month,  'rendered  deoision» 
'ywfing'ito  illegAlitgr  itf  IISHlpoa. 

HBRB  IB  iIm  09  OUB  SMIFPHIO  BimiN'a 

COMGRSSS  HAS  WBEOKBB  OUB  SHIPSllI 

(104) 


HISTORY  OF  AMmiCAN  SHIPPING.        *  105 


BUEDEif. 


In  looking  upon  the  first  division  of  our  Shipping  Conditions, 
we  may  point  to  the  following  requirements  from  oar  ships,  made 
hj  the  Heviaed  StiM^ntes  of  our  ooantry,  and  hy  the  several  States 
separately,  as  the  principal  hurdens  that  have  heen  horne  with 
patriotic  heroism  and  long  patience — exercised  and  conspicu- 
ously illustrated — by  the  small  remnant  of  noble  sea  traders, 
that  bear  likewise  proudly,  but  less  conspicuously,  the  American 
emblem  of  honor,  nationality,  and  protection  over  oar  Industries 
on  the  high  seas  and  into  &>reign  ports,  deserve  reward,  bat  alas ! 
which  retom  home,  not  to  a  "  haven  of  rest,"  hut  to  one  of  taxa- 
tion, rather. 

The  "  privileges"  for  carrying  the  American  Flag  on  the  SeasJ^Wi 


Actual} 


Fees. 


Pilotage 
Towing 
Port  Warden 
Harbor  Master  " 
Whar&^ 
Castom  House 
Tonnage 


ii 


Seamen's  F«es. 
Marine  Hospital 
Admeasurement 
Postal  B^triction  " 
Local 
Consular 
Shipping  Com. 


u 


Insurance  Combination, 

Nominal, 

Lighl^-Mouse  Fees. 
Customs  Tariff  Restrictions. 

Navigation  Law  Restrictions. 
Cost  of  Shipbuilding. 

These  actual  and  nominal  burdens  are  set  forth  continually, 
by  argument,  by  many,  as  the  serious  obstacles  to  shipping  re- 


'  Each  of  these  burdens  are  hereinafter  (in  order  as  above)  considered  impar- 
tially and  fully,  and  the  many  such  charges,  especially  under  Consular  Fees,  will 
be  seen.  While  conciseness  is  the  aim  of  the  writer  in  this  argument,  it  is  not- 
withstanding essential  to  detail  many  important  data  for  historical  record  ;  there- 
fore continual  reference  will  be  made  to  an  Addenda,  which  will  be  added  as 
corroborative  evidence,  and  for  a  more  thorough  consideration  of  our  Shipping 
Conditions  in  one  work. 


tm  IISTOEY  OF  AMBRICAN  SIIIPPI1I0. 

That  tliese  enumerated  actual  burdens  do,  severely,  handicap 
Americmi  shipping,  is  unquestionable ;  but  there  is  a  far  greater 
bwMOT*— wiiiwf  tewiitiiMoii  bj  foreign  shipping  agents  and  lob- 
liyists. 


VHMAm  IBIS. 

R.  S.,  sec.  42S5,  provides  that  Pilots  shall  be  regulated  in  con- 

formitj' Willi  He'existinf  liivs  of  Iii#'"8tate8,  respectively,  wherein 

anch  Pilots  may  be,  &c.   Approved  August  7,  1789. 

Sec.  4287  provides  that  no  discrimination  in  rates  of  pilotage 
or  half-pilotage  between  ports,  vessels,  steam  or  part  steam,  or 
HalMMi  Teasels,  shall  be  made,  and  that  any  such  discrimina- 
tion shall  be  Approved  July  18, 1866. 

Mncb  abuse  has  been  heaped  upon  the  poor  tempest-tossed 
Piliiil^  i«  the  irst  to  greet  ns  with  a  welcome  home,  yet 
blamed  for  the  nonenlaty  of  the  American  ship,  for  the  purpose 
of  biding  the  shortwmings  of  Congressional  Committees — or 
Congress  in  a  body— by  those  who  prefer  misrepresentation  to 
prevail,  and  by  those  who  honestly  believe  that  crumbs  coul.d 
feed  a 

Whether  an  actual  or  nominal  impediment,  in  a  spirit  of 
unbiassed  and  thorough  investigation,  let  this  Committee  take 
time  to  consider  every  point,  every  view,  and  every  opinion,  that 
the  truth  may  hereafter  shine  in  contrast  to  sophistry. 

The  following  are  the  rates  and  conditions  of  Pilotage  in  our 
wistm.  In  Hew  York  City  the  Pilots  themselves  came  forward 
in  September  tesponse  to  P«r  cent  re- 

duction,  and  oWmA  to  iNidnce  their^  iwrnings  16  per  cent,  of  the 
nites  now  received,  as  a  contribution  to  the  revival  of  American 
Shipping,  and  as  a  quietus  to  the  misrepresentations  of  British 
•Mp-bnilding  and  ship-owning  agents. 


HISTORY  OF  AMERICAN  SHIPPING. 

m 

Bates  and  Conditions  of  Pilotage, 


107 


Coarse. 


Outwards 


o 


I  2 


1 


1- 


Inward  ... 


44 


o 

a 
hi 


CO 


I  8 


o 
.o 


a. 


O 

a 

u 

00 


O 
u 

o 


O 


00  S 

—  o 

^  (0 

o£ 

o 

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9 

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a 

m 


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u 


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9 

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8 


a 

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P. 


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CD  C 

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*»•»» 

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o  o 

ll 


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7  9 


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<t-i  o 

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5 


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Pi 

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u 

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a. 

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o  O 

aa 

to  o 

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to 

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3 

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9 

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C3 


1  4 


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9 

g. 

10 

o  o 


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9 


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CD 


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<9 

I 


•Average  rate. 

«nipt. 

It  will  be  seen  from  this  table  that  the  rate  of  Pilotage  is 
raised  very  properly  according  to  the  conditions  of  the  bar  and 
harbor  of  the  port  Don't  blame  the  Pilot ;  he  shows  no  prefer- 
ence to  foreign  ships,  as  Congress  his  ione. 

When  our  Kevised  Statutes  are  made  more  complete  upon 
Shipping  provisions,  and  a  Board  of  Admiralty  is  established,  our 
shippers  and  pilots  can  enjoy  mutual  protection  from  practical 
laws  and  justice. 


TOWING  FIJES. 

The  Revised  Statutes  make  no  provision  on  this  point.  The 
ship  is  left  to  the  chance  of  competition,  ttie  magaanlmity,  and 

in  times  of  peril  to  the  mercy,  humanity,  or  soulless  esctortion  of 
the  "tower,"  and  to  the  rapacious  greed  of  salvage. 

That  much  imposition  is  imposed  very  frequently  upon  our 
shipHiWEerB  by  the  patronizing  "tugs ".and  other  ships  for 


108 


HISXWY  OF  A3IBBICAN  SHIPPIMa. 


towage,  ^up^r  certain  circumstances,  is  unqueetionablj  the  case 
anil  uiireMMiabley  but  to  say  tlial  iMs  sharp  practice  is  more 
peculiar  to  shippine,  than  other  tricks  of  trade  i^nerally,  is 
absurd. 

Still  it  is  just  as  plausible  an  excuse  for  the  discouragement  of 
the  shipowners  as  the  absurd  pretense  that  a  few  extra  dollars  in 

nM  lor  many  ycMS  aiterwara. 

fhe  towage  rates  of  otkMptmtries  are  herein  given^  to  illus- 
trate these  conditions,  coliiiiiRittively,  and  to  show  the  fraud 
intended  by  those  crying  "Burden,  Burden,"  to  hide  greater 
litceaeiMes  in  behalf  of  our  shipping. 


PO&I  WABDSN  F£fiS. 
See  "  B.  a,  see.  2891,  Mmeek  M,  1709." 

This  official,  who  is  privileged  to  tax  the  ship-owners  for  his 
serfices  in  snperYising  oargoes,  repairs,  seaworthiness,  etc.,  of 
▼easels,  is  also  presented  as  t^bik  ftotr  to  the  shipping  in  our  ports 
by  Ms  human  qjlMrof  partiality  and  prejudice. 

Brat  such  services  are  necessary,  if  efficient,  and  not  peculiar 
to  American  vigilance,  nor  omitted  in  foreign  ports.  • 

l^heft  iiaa  never  been  heard  a  wail  from  the  British  shipowners 
or  public  press  upon  such  imposition,  because  of  proper  appoint- 
ment. 

The  fees  of  the  Port  Wardens  are  handsome,  ofy  st  leasts 
not  mean,  and  a  man  of  ability  in  nautical  talent  is  required  for 
such  a  post,  and  he  aids  by  his  service — rather  than  "  destroys  " — 
our  national  cartjfii^  trade.  The  great  need  in  this  respect  is 
the  appointment  4f  m.  'Vhgiim  acceptable  to  the  Chambers  of 
Commerce  and  Boards  of  Trade.  The  burden  is  in  poorap* 
pointees — ^not  in  the  fee  of  $100  to  $200  for  surveying  a  vessel.  • 

In  consideration  of  these  burdens  of  the  American  ship,  it  is 
as  farcical  to  attribute  its  decline  to  an  honest  and  able  Port 

to  cry  thf^l^  genius  and  labor  can  prodnce 
an  ocean  carrier — as  your  committee's  "dictated"  questions 
^iaie — that  could  bring  profit  to  its  owner  without  the  assistano© 
of  na^onal  bounty,  in  the  face  of  heavy  subsidy  competition. 


*See  under  "Foreign  Policies.'* 


HISTORY  OF  AMERICAN  SHIPPING 


100 


HARBORMASTER  FEES. 

Another  bugbear!  it  is  asserted,  to  American  shipowning; 
another  burden  to  an  Americau-buili  ship;  another  so-called 
"cause"  for  the  decline  of  Our  Merchant  Marine. 

And  the  poor  Harbormaster  must  be  cut  down  in  his  fees, 
likewise,  if  we  persist  in  continuing  our  Navigation  Laws  md 
in  paying  home  labor  in  building  shipe! 

That  the  Harbormaster  possesses  almost  illimitable  privileges 
with  our  Shipping,  is  undeniable,  but  it  has  never  been  shown 
that  he  exercised  the  barnacle  impediment  to  the  prosperity  of 
shipping  that  Congressional  investigations,  for  twenty  years,  have 
vainly  endeavored — through  some  influence — to  prove. 

Let  us  look  at  his  "terribly  high"  fees  that  burden  our 
shipping  and  blind  the  eyes  of  our  Congressman  to  the  winks 
or  deaden  their  ears  to  the  soft  words  of  the  soothsayers  of 
Foreign  Shipping  Agents— in  American  character. 

The  income  of  ^is  officer  irom  custom  fees  in  the  port  of  New 
York  amounts  to  about  $3,500  or  |4,000,  or  from  $40  to  $60  for 
ships  of  2500  to  3000  tons. 

This  fee  not  compulsory  in  New  York;  in  other  ports  it  varies 
ia  every  way,  viz:  4  cents  per  running  foot;  3  cents  per  ton ; 
$3  per  day ;  $8  on  entry,  and  from  $5  tp  $100  per  ship  while  in 
berth.    This  office  should  be  a  salaried  one. 

For  this  and  the  service  of  Warden  it  is  necessary  to  make 
early  reconstructive  provision  by  the  creation  of  a  Department  of 
€ommerce.  Board  of  Admiralty,  or  some  nautical  authority. 


WHARFAGE  FEES. 

Even  the  office  of  Wharfinger  is  cited  continually  as  an  abuse 
and  outrage  i^ainst  the  ship-owners  of  our  country,  and  a  cause 
for  the  starvation  thereof  ;  and  every  effort  possible  has  been 
made  for  the  last  twenty  years  to  persuade  our  representatives  in 
Congress  that  if  this  necessary  functionary  were  starved,  in  the 
administration  of  his  duty,  that  "there  would  be  no  need  of 
national  bounty  being  paid"  to  aid  the  subsistence  of  the  ship,  as 
practiced  in  otiber  countries;  and  many  have  believed,  and  made 
the  halla  of  the  Gapitol  of  the  nation  ring  with  eloqnence  in 
denunciation  of  "taxing  their  people", for  maritime  traffic 


110 


"  while  the  wharfage  fem  of  our  ports  add  such  vastness  of  profit " 
to  the  iinrestmeiit  of  those  who  have  improved  the  facilities  of 
bnlkheail  property.  Is  saoh  an  assertion  reasonable  ?  If  the 
whariige  fee  Is  a  harden.,,  is  it  just,  and  is  it 

not  ridicntotis  In  some  joamals  and  in  some  statesmen  to  claim 
that  it  is  merely  these  petty  "  hardens  "  that  weigh  down  our 
national  honor  ? 

And  yet  yonr  Committee  is  asked  to  repeal  this  folly,  that  fills 
many  pa^es  of  Congressional  Record,  for  which  unnecessary  ex- 
pense yon  have  taxed  the  people  to  a  degree  &r  greater  in  the 
long  ran  than  if  an  adei|aate  honnl|^  Ind  been  appr<^riated  for 
our  national  honor  and  for  lljll^^  eommerce  on 

the  high  seas.  Cooipel  all  great  ports  to  baild  piers  of  stone, 
and  keep  the  "slips"  dredged. 

{TkefMmkg  are  the  kiest  official  mies^Jrom  the  Secretary  of  the 

l¥easurg,) 

Maini,  Bmgor :  Vessels  from  100  to  800  tons,  P  to  $4  per  vessel 
Witle  loading,  ii^^  over  SOO  tons  pay  from  $1  to  |S 

flAr'day. 

JWlk :  From  50  cents  to  |1  per  day,  aceording  to  mm  dt  vessel. 

ForUand:  Twenty-five  cents  per  100  tons  re|^ster  per  day.  Mo 
charge  If  vessel  be  loailng  or  nnloadmg. 

"Swm  Hampshxbb,  Fortmcuth:  Vessels  under  50  tons,  20  cents  per 

day ;  llll^^  50  andillill|to  80  cents  per  day ;  between 
100  tons  111150  tons,  #  |||||ftp«ar  day ;  between  150  and 
200  lOeents^additional  fi>r  every 

50  tons  abj|||HP«- 

MassAOHUSBTTS,  Boston :  Tessels  under  200  tons,  three-fourths  of 
a  cent  per  ton  per  day ;  vessels  over  200  tone,  one-half  cent 
per  ton  per  day.    vessels  loading  or  unloading  allowed. 

iiiBiMiiiMiiJiiiiiiii*^^  davsiifiMMii  ehaTiife. 

jr€ii>  Medfori  ;  Three  eiHtl  10  ^  per  day ;  half  rates  be- 
twyililW  ^  >^  Apri||Mi|||8sels  is  idle. 

Mmtmkd :  Three  mills  per  ton  per  day. 

^Mmiimmmi:  Vessels  under  50  tons,  50  cents  per  day;  vessels 
mm  50  to  100  tons,  |1  per  day ;  from  100  to  150  tons, 
f  1.25  per  day ;  from  150  to  200  tons,  $1.25  per  day ;  from 
200  to  250  tons,  |1.75  per  day ;  from  250  to  800  tons,  #2 

■day. 


MISTOEY  OF  AMERICAN  SHIPPING. 

mmmth:  Twenty.five  cents  per  day  in  summer,  and  l^^J^^a*^* 
^  in  winter.    If  loading  or  dischargiuK  cargo,  no  charge  is 

made. 

Sakm  :  Vessels  under  50  tons  20  cents  P^^.^^^^^^^^ 

tons,  30  cents  per  day  ;  from  150  to  300  tons,  4W  <»™  P^\, 
day;  from  300  to  450  tons,  50  cento  per  day;  upwards  ot 
450  tons,  60  cents  per  day. 

iHODB  Island,  Promdmce :  Vessels  under  50  tons,  25  cents  per 
day ;  over  60  tons,  one-half  cent  per  ton  per  day, 

COHNBCTICUT,  New  Haven :  One  and  one-eighth  cents  per  ton  on 

registered  tonnage. 
Wew  London :  Fifty  cents  per  day. 

Skmingion :  Vessels  of  50  tons  and  under,  25  cents  per  day ;  over 
50  tons,  one-half  cent  per  ton  per  day. 

New  York,  New  York :  Two  cents  per  ton  for  the  firet  200  tons, 
and  one-half  cent  per  ton  on  each  ton  over  200  tons,  per 
day. 

PiNNSYLVAHlA,  Philadelphia :  Sailing  vessels,  $4  to  $6  per  day ; 

steamers,  $15  per  day. 
Delaware,  Wilmington :  Vessels  60  tons  and  less,  $1.60  per  day ; 

over  60  tons,  $2.35  per  day. 
Maryland,  Amapolis :  One  and  one-fonrth  cents  per  ton  per  day 

Ves^ls  of  5  tons,  10  cento  per  day ;  of  20  tons,  2  cents 

per  ton  per  day ;  40  tons,  1*  cento  per  ton  per  day ;  50  tons 

9Xid  over,  IJ  cents  per  ton  per  day. 
mtmore :  State  charges  are  1  cent  per  tonper  day ;  jnnvate 

rates  are  $1  per  day  on  vessels  under  200  tons,  and  mng- 

ing  up  to  $3.50  per  day  on  vessels  of  1,500  tons  and  over 

200  tons. 

DiSTBlOT  OF  Columbia,  Georgetown :  From  $1  to  $5  per  day,  ac- 
cording to  size  of  vessel. 

Virginia,  iVor/o^/. :  Steamers,  1  f^'^V^i  ^^J^^^^J  ^ 

vessels,  1  cent  per  ton  per  day  for  first  800  tons,  and  one- 
half  cent  per  ton  on  each  additional  ton. 

North  Carolina,  Wilmhigton:  Vessels  under  100  tons,  $2  per 
day ;  from  100  to  200  tons,  $3  per  day ;  over  200  tons,  $5 

pay  half  rates. 

South  Carolina  Beaufort:  Vessels  nnder  100  tons,  75  cento  per 
day;  over  100  and  under  150  tons  pay  $1.25  per  day;  over 
5h 


150  tons  pay  $1.50  per  day.  Vessels  lying  idle  pay  double 
rates  per  day.   Line  vessels  and  eoaslwise  are  exempt  from 
.  foreg oing  rates. 

Obrfailoii:  Coastwise  vessek  li?ee.  Vessels  engaged  in  the 
foreign  trade,  if  under  100  tons,  $1  per  day  ;  under  300 
anIIH  tons,  $2  per  day ;  under  §600  and  over  300 
tons,  12.50  per  day;  under  1,000  and  over  600  tons,  $3 
per  day;  over  1,000  tons,  $4  per  day. 

©limttA,  Smmmh :  Vessels  under  100  tons,  employed,  60  cents 
per  day ;  under  100  tons,  not  employed,  $1  per  day ;  over 
100  tons,  employed,  75  cents  per  day ;  over  100  tons,  not 
employed,  |1.50  per  day. 

FtomiBA,  Key  West  :  One  cent  per  ton  per  day. 

liOOTBiAMA,  Mm  Orkms :  All  v«itoels  arriving  firom  sea  of  1,000 
tons  and  under,  20  cents  per  ton ;  excess  over  1,000  tons, 
15  cents  per  toi!i«^v^<Mi  steamboats  pay,  not  over  five  days 
at  wbarf,  10  cents  per  ton  eacb  day;  after  five  days,  |5  per 

Texas,  Galveston :  Vessels  of  50  tons  and  over  not  receiving  or 
discharging  cargo,  5  cents  per  ton ;  vessels  under  50  tons, 
12  per  day.   Loading  or  unloading  cargo,  pay  nothing. 

Camiobkia,  'SN^^J^Blfe^ '  y^^^  under  50  tons,  50  cents  per 
*  Qlll^^  average  of  $4  per  day ; 

^^^„^^mW  average  $10  per  day  ; 

over  3MliiMlni|Qder  2,000  tons,  average  ll7.50  per  day ; 
over  2,000  tdpitd  under  2,500  tons,  $24.25  per  day ;  over 
2,500  tons,  50  cents  tor  each  additional  100  tons., 

8m  l)ie§0:  Wmm  |2  to  |5  per  day. 

Obeoon,  Asiorta-:  Vessels  of  800  tons  and  over,  $5  per  day.  If 
loading  or  discharging  cargo,  no  charges. 


CUSTOIC-BOUBI 
B.  S.,  Sees.  2S5I,  4197,  4881. 


The  next  burden  cited,  in  order,  is  one  fixed  by  our  l9^ational 
Government,  viz :  a  requirement  of  every  sailing  master  to  report 
to  the  port  collector  on  arrival,  and  pay  (5.50  on  the  bulk  of 
Ibeir  cargo  that  is  dutiaMe  and  $0.17  on  free  imports.  Should 
extra  or  qpeeial  permits  be  desired,  an  extra  fee  of  20  cents  for 


IttlSTORY  OF  AMERICAN  SHIPPING.  IIS 

each  permit  is  required,  and  where  many  extra  permits  are  neceB» 
eary  the  fees  are  required  likewise. 

The  fees  for  coasting  ships  are  as  follows : 


Entrance : 

American,  under  Register   $1  00 

"     License   50 

Foreign   2  00 

€learance : 

American,  under  Register   1  50 

"    License  .  .   50 

Foreign   2  00 


Thus  it  will  be  seen  that  these  smaW  fees,  although  frequently 
annoying  in  loss  of  time,  &c.,  are  objectionable  as  burdens  to  a 
very  small  degree,  and  that  this  burden  is  only  an  insignificant 
pretext  of  foreign  agents  to  disguise  otber  causes  for  the  decline 
of  American  Shipping. 

f  ONH AOB  IBIS. 
B.  S.,  See.  4219-4228. 

Here  we  come  to  the  greatest  of  the  multiplicity  of  these  cited 
^*  great  burdens ^t  have  weighed  down  die  American  ship, 
the  American  flag,  and  American  prestige,  pn  the  waters  of  the 

world. 

The  rate  of  this  fee  or  "  burden  "  is  thirty  cents  per  ton,  and 
yields  at  present,  in  total  volume  of  taxation,  an  average  annual 
revenue  to  our  National  Treasury  of  ^1,500,000,  of  which  amount 
85  per  cent,  is  paid  by  foreign  ships,  and — in  consequence  of 
there  being  but  "half  a  dozen"  only — ^fifteen  per  cent.— or 
$240,000,  is  paid  by  American  ships ;  hence,  naturally,  this  bur- 
den is,  at  present  at  least,  a  weight  upon  foreign  ships,  and, 
while  this  condition  exists,  a  very  proper  source  of  National  in- 
come. 

The  following  are  the  amounts  of  Tonnage  Dues  collected  within 
the  last  five  years : 

•  1878  $1,336,627  68 

1879    1,462,267  97 

1880   1,610,383  84 

1881   1,588,823  87 

1882   1,346,045  74 


Total  in  five  years  |7,344,149  10 


HISTORY  OF  AMBRICAH  SHIPPIN0. 


The  nationality  of  the  shipping  paying  this  tax  or  "  burden 
will  be  seen  from  the  following  official  figures  kindly  furnished 
by  the  Coininisiioiier  of  Cuitoms : 


8ailing^Tefiii«l8* 

Bteam-vessels. 

Total. 

nationality. 

z 

s 

izi 

Tonnage 
duty. 

z 

m 

TomfUge 

duty. 

a 

Tonnage 
dnty. 

1,904 

'IMJill'  Ml 

m 

830,222  20 
298,314  01 

2,066 

8279,151  78 

2,461 
701 
339 

avi^is  00 

83,382  00 
67,245  90 

3,104 
701 

386 

689,8:i2  01 
83,382  60 
106,476  90 

32,656  90 
27,860  70 
15,039  60 

47 

39,231  00 

Italian  ..,,,..,.«.......»•...•.•..•••  ••••• 

261 

182 
102 

28,536  10 
27,277  80 
16,039  60 
16,865  67 
11,182  60 
8,850  SO 

7 
1 

4,120  80 
Ml  90 

2G8 
153 
102 

^Bpamsli                    ..•...».•••  • 

147 

66 

14)968  10 

174 
65 

30,818  77 
11,182  50 
26,381  10 

53 

22 

17,680  80 

76 

Dutch  •...•••«.•«•.••••••«••■••*•••••••••'••*•• 

.nanish.  •<•••••.••...••••••••*.»■...«•.'.• 

l%irtiU||(ii0tto. .*«..«..•**..•«.«. 

39 
33 
20 
12 

5,407  80 
3,752  40 
2,047  50 
969  30 

12 
6 

7,100  70 
3,268  00 

51 
38 

20 
12 

12,606  60 
7,011  00 

2,047  50 

909  30 

1 

546  30 

18 

uim  80 

19 

14,955  60 

.Afisantiii9  M4piillii4i«.*.M«M M*.*. ••••••••• 

2 

274  20 
291  60 

2 
2 

274  20 

2 

291  60 

Koxican  .......m... 

0 
2 
1 

529  60 
196  00 
90  60 
622  80 
567  30 

6 
1 

386  60 
72  30 

14 

3 
1 

926  10 
287  80 

90  eo 

JKAEVfai  fan 

i 

4 

*•« •«»••« •«•••■•• • 

4 
4 

622  80 

567  30 

1 
8 

1,947  90 

IMOO 

7 
3 

1,947  90 
195  00 

1 
1 

413  80 

fia  40 

1 
1 

463  80 
53  40 

flWl  l^Miiimail».i«  ■«*«••  ••«•••  ••»•••  •••••• 

1 

63  00 

I 

63  00 

flniMi  all  sst 

081 

•188,901  31 

7;»8 

•1,S46,04&  74 

PwiMtl  %mm^  to*,  nmtot  Sin  4871. a,  ■•867.98. 


Hence  tMe  burden  foils  upon  foreign  ships  until  we  have  ships 
of  out  own.  Don't  abolish  this  law,  bat  make  it  a  bounty  to 
American  mail  carriers. 

Is  it  worth  while  for  Congress  to  consume  time  and  "  tax  the 
people"  for  expenses  of  a  fruitless  investigation  that  merely 
orders  the  reduction  in  house  rent  when  the  patient  is  dying  from 
want  of  food? 

Fay  Am«fi«Mi  ships  for  carrying  our  mails  as  our  railroads  are 
paid  and  reduce  this  burden  also.  , 

That  this  law  should  be  greatly  modified,  and  the  rate  of  tax 
greatly  reduced— when  we  have  obtained  the  privilege  from  Cou- 
gms  to  have,  and  the  National  aid  to  sustain,  the  life  of  an  Amer- 
ican sWp— is  too  apparent  to  be  questioDed,  althoagh  the  chair- 
man  of  a  previous  Shipping  Committee  of  the  Senate,  Mr.  Kernan, 


HISTORY  OF  AMERICAN  SHIPPINO.  US 

(January,  1881,)  knew  nothing  about  the  work  which  his  commit-  "'"^''^ 
tee  had  under  consideration,  yet  listened  to  and  accepted  at  that 
very  investigation  the  whispered  dictation  of  the  lobbyists  of 
foreign  ship-builders. 

This  and  similar  reasons  are  the  mme»  of  the  decline  of  Ameri- 
can Shipping. 

SBAMliN's  ABVANCl!  FEES. 
E.  S.,  Sec.  4582. 

The  existence  of  a  law  severely  taxing  the  American  ship- 
owners for  a  hypothetical  American  seaman  is  an  anomaly  with- 
out parallel.  It  is  not  likely  that  each  member  of  your 
Committee  is  aware  that  the  law  requiring  the  payment  of 
advance  wages  or  fees  under  the  protective  measure  granting 
t^nill^onths'  extra  ^^|||||  intended  to  enable  the  American 
seamen  to  return  to  his  doitntry — supposing  it  to  be  America — 
now  operates  only  to  encourage  the  well-posted  and  cunning 
foreign  sailor,  enlisting  under  some  chance  lone  vessel  bearing 
the  Stars  and  Stripes,  to  drop  off,  on  some  pretense,  in  a 
port  near  his  native  home,  or  perchance  at  home,  with  his 
pockets  full  of  unearned  money,  exacted  from  the  Ameri- 
can ship  owner  by  the  Statutes  of  the  United  States,  that 
not  one  of  the  many  "  investigating  "  committees  of  Congress 
have  investigated^  preferring,  as  the  Congressional  Record  and 
Globe  will  show,  to  become  confused  in  the  dilemma,  or  togmmp 
beeome  disciples  of  the  theory  of  foreign  lobbybts  to  bay  tbeir 
ships,  to  the  detriment  of  American  labor  and  Amertean  enter- 
prise.^ 

But  there  are  always  two  sides  to  a  question.  Let  us  look  on 
the  other  side,  to  see  if  it  is  really  such  a  "  burden  "  to  the  exist- 
ence of  the  American  ships,  or  an  incentive  for  our  baying  for- 
eign ships.  United  States  Consul  Stoder  of  Singapore  reports, 
that— 

"The  numerous  complaints  about  the  three  months'  extra 
Wages  law  are  made  to  appear  in  a  darker  light  than  they  de- 
serve. Good,  law-abiding,  honest,  and  humane  ship-masters  do 
not  often  have  to  pay  extra  wages,  and  are  not  subjected  to 
heavier  expenses  during  a  round  voyage  than  the  masters  of 


*  See  iilso  under  Consular  Fees. 


116 


HISTORY  OF  AMERICAN  SHIPPING. 


foreign  vessels,  or  very  little  more.  And  ten  years'  experience  at 
this  port  convinces  me  that  such  masters  are  on  the  increase. 
We  have  plenty  of  ship-masters  who  are  excellent  and  able  men, 
•Hi  they  command  respect  wherever  they  go. 

*•  The  three  months'  extra  wages  law  has  a  very  salutary  effect, 
and  is  distinctly  a  promoter  of  Tiumanity.  There  are  occasion- 
ally masters,  and  oftener  mates — first,  second  and  third — and 
boatswains,  who  somehow  cannot  feel  statisfied  without  "pound- 
ing," "  kicking,**  "  cursing  "  (with  the  foulest  and  filthiest  epi- 
thets), and  otherwise  "  maltreating  sailors."  On  entering  upon 
the  voyage,  they  "  feel  their  way  "  to  find  out  those  who  will 
retaliate  and  those  who  are  not  able  or  afraid  to  do  so.  This 
latter  class  of  unfortunates  are  generally  men  who  do  not  under- 
stand English  readily,  or  not  of  very  bright  intellect,  or  of  small 
stature,  and  weakly.  A  poor  fellow  is  singled  out,  and  generally 
the  mate  in  whose  watch  he  is,  and  sometimes  both  mates  and 
the  skipper  thrown  in,  "  lazar  him  "  and  ill-treat  him  in  all 
sorts  of  ways  during  the  voyage,  or,  not  unfrequently,  from  one 
end  of  the  voyage  to  the  other. 

^*  This  is  no  lotion,  but  naked,  clean  truth,  based  upon  past 
©jtperience. 

Some  mates  and  boatswains  are  great  bailies  and  brutes,  and 
sometimes,  even  when  known  to  be  such,  are  shipped  on  pur- 
pose.  It  is  true  that  the  officers  of  a  ship  should  be  men  of 
iriniieas  and  vigor,  bat  they  should  also  possess  self-control,  and, 
above  all,  feelings  of  humanity  and  jastiee." 

The  accounts  of  the  Fiffch  Auditor  show  the  following  ex- 
penditure of  the  receipts  of  these  seamen's  fees  that  are  said  to 
burden  oar  ship  owners  each  year : 

]L  ^3  ^3  a  m 

Board,  and  lodging w..^  $11,655  56 


CloHiing   6,253  88 

jiaid     ooiiiiik  ^   4,416  96 


Passage  to  the  llidtli  Stales  paid  at  Treasury   8,799  00 

Other  expenses  —  — .  8,859  80 


Bxtim  wages  and  arrettfs  .  ...-^  61,680  68 

Amoiinto  reHi'Bded   18,149  81 


189,986  20 
88,881  22 


Excess  of  felief  ovir^tliift  wages  and  arrears   |6,608  98 

The  Auditor  reports  thirteen  hundred  and  eighty  seamen  re- 
lieved daring  laaijjpiii^. 

Mow,  the  qaestion  natarallj  occurs,  If  we  have  no  seamen  " 
bow  is  it  we  are  supporting  some  parties  so-called  American 

ltlfltll..l"ll  I 


HISIOR¥  OF  AXBBIGAH  SHIPPIHO. 


117 


The  following  are  the  amounts  ooUeoted  for  the  last  seventeen 
years : 

1868   $183,909  79 

1867   161,282  81 

1868   107,686  86 

1869   79,714  89 

1870   90^078  61 

1871   71,064  01 

1872   282,972  86 

1878  .  72,284  42 

1874  ^  64,640  72 

Thus  we  see  some  substantial  support  to  our  mythical  seamen, 

but  as  with  our  shipping,  it  is  a  tribute  of  charity  to  other  nations.* 


MABIlfE  HOSPITAL  I££S. 
B.  8.,  Sec.  4685. 

On  the  entry  of  vessels  into  our  ports  there  is  also  required  a 
fee  of  forty  cents  per  month  per  man  from  each  ship,  which 
contributes  to  the  support  of  the  Marine  Hospitals  of  the  United 
States. 

The  total  receipts  to  our  Government  on  account  of  Marine 
Hospital  fees  are  $404,103.69.  (Official  figures  of  Commissioner 
of  Customs.) 

A  more  deserving  charity  ciiild  not  exist,  and  should  be  gener- 
ously supported;  but  if  such  a  requirement,  by  law,  applied  to 
each  Industry  separately,  to  the  tradesman  and  to  the  farmer, 

additional  to  his  volaiitary  offering  to  charity,  what  would  be 
the  complaints  made,  and  is  there  one  of  your  honorable  body 
that  would  listen,  in  that  event,  to  a  whisper  that  the  American 
&rmer  could  only  find  relief  in  buying  and  cultivating  a  farm  in 
England  ? 

Yet  there  is  just  as  sensible  an  application  for  the  farmer  to 
buy  a  British  farm  as  for  a  ship-owner  to  buy  a  Britisb  ship ;  in 
either  case  starvation  would  soon  result. 

Under  ^toB  heading  may  ateo  be  noted  Quarantine  Fees," 
although  separate  m&t/ttKlt/ftlKf^^  State  autborities.  (See 
R.  S.,  sees.  4792,  4793.) 

The  total  return  of  iMs  taxation  upon  our  shipping  in  the  port 
of  New  York  amounts  to  about  170,000,  which  is  an  inoome  to 
the  Health  Officer. 

  '   ^ 

>  See  If  ftatical  EducsUoo,  Birl  4 


1876  ^   I544S87  18 

1876   78,616  96 

1877   72,449  12 

1878.-   70,947  02 

1879   68,250  01 

1880   56,831  52 

1881   42,510  67 

1882.^   39,985  20 


118  mmmi  ot  amueioae  inipniia. 

AOMlMUBllfBliT.^ 

The  apportioning  of  the  space  of  a  ship  to  determine  its  ca- 
pacity and  to  regelate  its  carrying  power  and  safety  in  stowage, 
is  made  nnder  dillerent  systems  in  some  countries,  althongh  of 
recent  years  there  has  been  a  tendency  to  uniformity.  In  the 
charge  of  "  Tonnage  Fees,"  this  feature  in  shipping  materially 
adds  to  or  reduces  the  amount  required  in  taxation  against  the 
owner.  The  seireral  systems  of  each  country  is  ^yen  on  pages 
following,  as  it  would  be  tedious  here  to  detail  at  length. 

The  British  (new)  system  of  measurement  is  now  very  gen- 
erally adopted,  and  is  noted  for  the  principle — 

That  internal  measurement  should  be  the  Admeasurement 
of  Tonni^,  and  requires  more  detailed  measurement  than  for- 

merlY.*' 

The  fbllowtng  disadvantages  were  suflfered  by  the  American 
ship  until  August  last,  ¥iz. : 

While  loading  at  her  wharf,  33J  per  cent  more  wharfage. 

When  in  dry  dock  for  repairs,  S8|  per  cent  more  for  dockage. 

When  going  through  the  Suez  Canal,  per  cent,  more  for 
lonnase. 

O' 

While  laying  up  at  her  wharf,  and  not  in  service,  83  J  per  cent, 
more  expense. 

By  an  enactment  of  Congress  August  §  last,  (1882,)  however, 
the  following  is  the  effect  of  changes  made : 

From  gross  tonnage  to  be  deducted  the  tonnage  of  the 
spaces  or  compartments  occupied  by  or  appropriated  to  the  use 
of  the  crew  of  the  vessel,  not  in  any  case  to  exceed  five  per 
centum  of  the  gross  tonnage.  In  vessels  propelled  by  steam,  to 
be  deducted  from  the  gross  tonnage  of  the  vessel  the  tonnage  of 
the  space  or  spaces  actually  required  to  be  enclosed  for  the 
proper  working  of  the  boilers  and  machinery,  with  the  addition 
m  the  case  of  vessels  propelled  with  paddle-wheels  of  fitly  per- 
centum,  an4f|l|illM^^  propelled  by  screws  of  seventy-five 
per  centum  of  JmlOOiWge  of  such  space,  no  deduction  from  the 
grooa  llMiiiiigiilMMii^  My  per  centum  of  such  tonnage. 

The  register,  in  addition  to  what  is  now  required  by  law  to 
be  exprese^  thef^,  shall  state  separately  the  deductions  made 
Ihim  llie  fmm  tcMniMige,  and  shall  also  state  the  net  or  resrister 
tonnage  of  the  vessel.  ^ 


^'Ifw  tell  ooniiliont  of     Adiii«ftsiiraiiioiit  of  Sliip  of  tU  oountriot  mo  Ftrl  i. 


HIBTOET  Of  AMERICAN  SHIPPINa. 


119 


POSTAL  BSSTBIOTIONS. 

"  Sec.  3976.  The  master  of  any  vessel  of  the  United  States, 
bound  from  any  port  therein  to  any  foreign  port,  or  from  any 
foreign  port  to  any  port  in  the  United  States,  shall,  before  clear- 
ance, receive  on  board  and  securely  convey  all  such  mails  as  the 
Post  Office  Department  or  any  diplomatic  or  consular  agent 
abroad  shall  ofl:er ;  and  he  shall  promptly  deliver  the  same,  at 
the  port  of  destination,  to  the  proper  ofiicer,  for  which  he  shall 
receive  two  cents  for  every  letter  so  delivered  ;  and  upon  the  entry 
of  every  such  vessel  returning  from  any  foreign  port,  the  master 
thereof  shall  mate  oath  that  he  ^as  promptly  delivered  all  the 
mail  placed  on  board  said  vessel  before  clearance  from  the  United 
States;  and  if  he  fail  to  make  such  oath,  the  vessel  shall  not  be 
entitled  to  the  privileges  of  a  vessel  of  the  United  States." 

Sections  3987,  4009,  4203,  4204  llll^^  severely  upon  the 
American  Ship. 

It  is  expressed  that  your  Committee  are  unanimous  in  the 
opinion  that  the  elimination  of  the  Post  Office  Restrictions  upon 
&  United  States  ship  is  essential. 

This  would  be  a  great  concession  on  the  part  of  Congress  to  fe^s*fi 
the  "old  guard"  of  steamships  that  have  the  privilege  of  carry- 
ing the  mails.    It  is  the  greatest  actual  burden  of  our  steam  ship- 
ping ! 

But  suppose  tbise  **  half  dozen  "  American  ships  arc  run  off 
through  losses  from  competition  with  foreign  subsidized  ships, 

that  can  afford  to  reduce  the  rate  of  freights ;  what  benefit  will 
such  elimination  be  without  ships  ? 

This  Postal  Restriction  is  far  more  of  a  burden  than  is  gen- 
erally supposed.  It  holds  back  the  American  ship  in  departure, 
without  compensation  therefor,  while  the  foreign  ship  reaches 
the  point  of  competitive  destination  some  time  in  advance  of  our 
■own  ship,  enabling  the  former  to  deliver  to  consignees  cargo 
in  advance,  and  receiving  the  preference  of  shippers  even  at  ad- 
iranoe  rates. 

The  eliminalien  of  these  sections  is  one  of  the  most  essential 
features  in  the  revival  of  our  "  carrying  trade."  Eliminate  them 
from  our  statutes,  for  they  are  the  device  of  those  interested  in 
foreign  capital ;  and  in  lieu  thereof  provide  for  the  proper  pay- 
ment for  United  States  Mail  carrying  by  steamships  upon  the 
eame  ratio  of  compensation  per  mile  as  made  to  overland  carrienMlK^ 

>  See  the  seooiid  divialon  of  ftrgument — **  Bounty."  • 


180' 


Omffrm  Ms  no  r^ki  io  mm§d  our  steamsMps  to  do  tlie  work  of 
the  nmtion  iir  a  contemptible  pittance,  that  does  not  pay  for 
carting  the  mails  to  and  from  the  steamship,  and  at  the  same 
time  to  danee  attendanee  on  the  will  of  the  Postmaater  before  a 
elearaii.ee:  for  d^purtore  ean  be  obtained. 

When  the  iitfaers  of  our  conntrj  so  oarefullj  and  perfectly 
prepared  that  noble  inatrament^  the  Constitution  of  the  United 
Slates,"  they  added  the  following  clause.  Article  Ist,  section  10,. 
pragraph  3,  which  still  remains,  and  should  have  been  inviolate^ 
as  follows: 

*  4c  *'  «i  «:  m 

Jib  Stele  sMM^  wUhoui  ^  aomcnl  if  Omgrm^  lay  any  duly  m 

The  gross  abuse  by  cerlMNBiates  of  our  CTnion  of  this  prohibi. 
tioQ  of  our  Constitution,  foreseen,  forewarned,  and  forestalled ; 
the  disregard  of  this  distinct  law  and  protective  measure,  is  as 
inexcusable  as  inexplicable,  and  if  proper  reparation  could  be 
required,  those  States  should  be  mwie  to  return,  with  Interest,. 
tlHr>indieiM  their  servants  in  authority  have 

made,  and  tortured  frlv^e  hard-struggling  shipowner,  from, 
year  to  year. 

As  an  illustration  of  this  persecution  apiinst  onr  shipping 
community,  the  State  taxation  against  the  tonnage  of  the  Paciio 
If  all  Steamship  Company  'has  aaiMIII^  In  1881  to  |1O,0OO. 

Local  fees  are  stii  required  in  the  Mlowing  States : 

lialne  — — —  As  on  personal  property. 

Massachusetts  On  the  income  of  vessels  only. 

Maryland  — ,  -As  on  personal  property. 


Yiririnia   «*  « 

Iforth  Carolinia   •*  « 

South  Caro^   •«  « 

Florida     ««  « 

California  -   "  « 

Oregon  —  ^  **  « 


Personal  property  tax  ranges  from  2  to  ^  per  cent,  on  assessed 
value* 


HIBfOET  09  illfEBIOAir  SSIPFIH^. 


00M8UI.AR  mm. 

The  unjust  fees  upon  American  Ship-owners,  viz :  of  $800,000, 

and  starvation  of  Consuls,  are  severely  criticised ;  yet  the  Consul 

does  not  absorb  this  tax  by  any  means.^ 

The  total  Ship/v^^g^^^lleKn  the  world  in  carry- 
ing tonnage  is    103,390,000 

Of  which  Great  Britain  owns   65,000,000 

And  all  the  remainder  of  the  world  only  —  48,390,000 

With  over  one-half  the  tonnage  of  the  world,  Eng- 
land exacts  only,  in  Consular  Fees,  from  her  //  | 
Consular  Service    M      200,000  I 

While  the  United  States  «MMifour  times  the  sum/^  800,000 


7 


The  British  excess  of  appropriation  over  fees  is  jf^  1,100,000 

The  United  States  excess  of  fees  over  appropriation  Is  "  80,000 

Here  is  the  remarkable  evidence  that  Great  Britain,  with  a 
Consul  in  every  (real)  port  of  the  world,  with  far  more  sagacity 
in  commercial  administration  than  we  have  yet  shown,  and  with 
a  tonnage  vastly  greater  than  ours,  exacts  only  oitb-foubth  the 
amount  of  Consular  Fees. 

The  ^perican  Statistical  Review,  in  1879,  made  strong 
efforts  to  enlist  the  interest  of  Congress  for  a  reconstruction  of 
this  important  branch  of  service  to  the  prosperity  of  our 
country — individually  and  nationally.  That  magazine  argued 
for  a  purely  commercial  corps  of  workers  as  well  as  for  a  reduc- 
€on  of  foes  against  United  States  ships,  as  follows : 

MOonmU  wm  Uni  created  at  Corinth  by  appointment  to  mercantile  posts. 
S^^oted  turn,  mercluuits  (not  politicians)  who  understood  the  commercial  rela- 
tion! of  fheir  country — men  of  manners,  who  studied  to  advance  the  trade  of  their 
people.  A  source  of  revenue  also,  the  aggregate  of  fees  received  therefrom  being 
al  present  (1879)  over  $70,000  in  excess  of  expenses." 

And  again  it  called  attention  to  the  feet  that—* 

**  Great  Britain  has  wisely  accumulated  strength  and  prosperity  by  a  liberal 
policy  to  her  mail  ships,  yet  advises  other  nations  that  such  policy  is  unwisdom. 
Great  Britain  supports  her  courts  to  protect  ships.  The  United  States  starves  her 
Consuls  and  make  them  scrape  their  fees  from  off  the  Americans  ships  to  add  a  few 
pennies  to  the  United  States  Treasury  under  the  pretence  of  ecoaomy." 

« tor  a  detailed  comparatliFe  eadiibit  of  Consular  Fees  of  the  United  States, 
@fMil  Britaiii,  Germany,  Itenee,  and  Italy,  see  Fart 


To  cmderBtaiid  the  exact  conditioa  of  this  burden'  and  to  see 
what  fees  tlie  Oonsiil  actually  requires  from  ship  owners,  it  is 
necessary  to  examine  the  GonsularTariff. 

The  following  clause  was  entered  upon  our  Statutes  by  virtue 
of  the  "^d  makmg  ifi|iPlWii(^  for  iks  Consular  and  Diplomatk 
.Eermeefor  ike^ear  ending  ISSO**  approved  January  27, 1870,  viz, 
(an  amendment  offered  by  the  Hon.  Mr.  Hewitt)  : 

"  And  the  Presidiiiii  is  requested  to  revise  the  tariff  of  consular 
fees,  and  prescribe  such  rates  as  will  make  them  conform,  as 
nearly  as  may  be,  to  the  fees  charged  by  other  commerctal 
nations  Ibr  similar  services," 

Althoogh  the  above  did  not  specify  the  fee  per  tonnage  in 
foreign  ports,  it  was,  nevertheless,  hoped  especially  that  a  mod- 
iication  of  these  burdens  to  American  shipping  would  be  made. 

The  following  comparison  of  old  and  new  rates  is  taken  from 
advance  sheets  of  HilFs  "Analyses  of  Tariffs  of  the  World : " 

BoTC—Speciftcations  thai  have  been  omiltod  imiew  tariff  are  marked  dropped, 
Hioio  added  are  giireu  in  italics. 


Aeknowi€d^fment9.                        Old  New 

rale.  Tuts, 
1S74. 

<|f  the  master  to  bottomry -bond,  with  certificate  under  seal  —,—$2  50  $1  00 

Of  the  master  to  a  mortscage  or  mortgage  bill  of  sale  of  vessel         2  00  1  00 

Of  the  master  to  an  order  for  payment  of  seamen's  wa^es  or  voy- 
ages, at  home,  including  making  up  the  order  if  reijuired.......  2  30  1  00 

Of  the  merchant  to  assignment  of  boltomry-bond  -™  — ^  2  00  1  00 

Of  the  vendor  to  a  bill  of  iftl®  of  vessel   2  00      1  00 

*«««*•«* 

Jhdhm^tcaimf  mpiea  of  piper: 

Of  advertisement  for  funds  on  bottomry  ...  1  00  1  00 

Of  invenloriei  and  letters  or  ©ither,  of  master  —  1  00  1  00 

Of  marine  note  of  protest  1  00  1  00 

Of  extended  protest  :  1  00  1  00 

Of  account  of  sales  of  vessel,  cargo,  provisions  and  stores  or  either.  1  00  1  00 
«        «        *        «        «        »  « 

Of  adv«rtisemenl  of  sale  of  vessel  or  cargo,  provisions,  or  stores, 
(dropped)      1  00 

Of  call,  warrant,  and  report  of  survey  on  vessel,  hatches,  cargo, 
provMoiMH«i  •tores,  or  either  —  1  00      1  00 

To  estimate  of  repairs  of  vessels   2  00      1  00 

To  (auctioneer's)  account  of  sales  of  vessel  or  cargo,  provisions  ^  ^ 

To  reports  of  survey  on  vessel  or  cargo,  provisions  or  stores   2  00      1  00 

Of  forms  of  application  for  arrears  of  pay  of  bounty  of  deceased  or 
disabled  soldiers    — •     25  S§ 


HisTOBY  01  mmmm  Bmmm, 


CeriijicaiM. 

To  bill  of  health    f 2  50     $2  50 

Of  indorsement  of  bottomry  on  ship's  register  — —         2  00       1  00 

Of  ditto  on  payment  of  bottomry  on  ship's  register   2  00       1  00 

Of  ditto  of  new  ownership  on  ship's  register   2  00      1  00 

Of  canceling  ship's  register —      2  00      1  00 

To  currency  - —  *  i  00 

Debenture  cert'ficate,  including  oaths  of  master  and  mate   5  00      2  60 

Of  decision  and  award,  in  cases  of  protests  against  masters,  passen- 

gers,  or  crew  .  ^  00      1  00 

Of  the  deposit  of  a  ship's  register  and  papers  when  required  by  cos* 

tom-house  authorities   2  00       1  00 

In  cases  of  vessels  deviating  from  the  voyage   200  100 

When  ship's  register  is  retained  entire  in  the  Consulate  (dropped)  2  00 

Of  identity  (dropped)  .  2  00 

To  invoice,  including  declaration,  in  triplicatii.*^  ■  2  60      2  §0 

«        *        *        *        *        *        *  * 

Of  appointment  of  new  master,  including  oath  of  master   2  00      2  0(> 

Oiven  to  a  master  at  his  own  request,  if  less  than  two  hundred 

words,  under  seal  —   2  00       1  00 

For  every  additional  ]  undred  words  (dropped)  —  1  00 

Of  the  ownership  of  a  v  -ssel  ^  ^  xt 

To  a  seaman  of  his  discharge   *  -  No  fee.  No  fee. 

For  master  to  take  home  destitute  American  seamen  -No  fee.  No  fee. 

Of  conduct  of  crew  on  board,  in  cases  of  refusal  of  duty  and  in 

cases  of  imprisonment,  &c.  ,   2  00      2  00 

Of  sea  letter  (dropped)  —  ^  00 

Ofjoll  or  lis^of  crew.  ^  '^^^^J  '^WI^^:^,!^!*^!!^.  2  00      1  00 

To  shipping-articles  (dropped)  1  2  00 

For  medical  exanUnoHan  of  persona  on  9etaela  bomtd  from  foreign 
porietoportiinike  United  Siaiea : 

For  twelve  persona  and  under  —   —        1  60 

For  over  twelve  andjiot  over  twenty  persona  — , —    —        2  60 

From  twenty  to  one  hundred  for  eaeh  ten  peraona  or  lesa   —        1  00 

Over  MM  hMndrtdf  ea  the  rate  of  ^6  for  eaeh  additional  hundred 

persons. 

Mpaaea  of  veaaela  deviating  from  the  voyage  - —    —        1  00 

To  a  veaael^a  menifeai  *  

fPa  the  purchaae  of  foreign-built  or  American  vessel  abroad  

To  the  examination  required  hi/  section  21Q'2  of  the  Revised  Statute 

for  each  emigrant  (Art.  XXI)  — ~^    —  26 

To  one  or  more  deatns  or  losses  of  seamen  overboard  at  sea,  include* 

ing  oaths  attached  to  crew-list  and  shippinsf-articles,  ea<^  

To  ship's  inventories  and  storei  —   60 

To  the  correctness  of  log-book  '  

To  ship's  bills  and  youchers  for  disburiilKirats  and  repairs  

Ob  the  animtUayvehidea,  emitfoodaof  on  emiffrasU,  including earHfi- 

When  aeamen  were  picked  up  at  sea  

FiUng  DoeunwUa  in  Conaulate, 
Ooniiit'i  certificate  to  advertisement  for  funds  on  bottomry — .  


2  50 


Estimate  of  repairs  of  vessel  

To  advertisement  of  sale  of  vessel,  cargo,  provisions,  and  stores,  or 

 -  _--  _____         •__•  ___« 

Letter  of  master  notifying  Consul  of  sale  of  vessel,  cargo,  provisions, 

Of  master  notifying  auctioneer  of  sale  of  vessel,  cargo,  provisions, 
and  stores,  or  tither  ,~  


60 

60 

60 

60 

60 

60 

60 

60 

60 

No  fee. 

26 

25 

26 

26 

26 

26 

26 

26 

26 

26 

26 

Illll 


1>^4  SffiXflftir  01*  AMKRICAX  SSIPPIM'Qa 

Accounts  of  SAle  of  vessel,  cargo,  provisions,  and  stores,  or  either_.|0  25  fO  2& 
Calls  of  survey  on  vessels,  batches,  cargo,  provisions,  and  stores,  or 

rfthei  ,   25  2&' 

Wftrrmnts  of  turvej  m  vessels,  iialelies,  csrgoes,  provlelons,  And 

■tO'res,  or  either  „  .  ^  _^     25'  25 

Befiorts  of  survey  on  vessels,  hatches,  cargoes,  provisions,  and  stores, 

©r  either    ,  ^    25  25 

l*#r  iliiig  Any  other  iocmnent  in  or  out  of  the  oonsulate  .  25  25 

€kmmd*»  ihrder*  mid  SMIm>. 

^o  send  seftmen  to  hospitml  .   No  fee. 

fo  send  seamen  tO' prison  -  —                         2  00  1  00 

1?©  releBse  seaman  from  prison                                                 2  00  1  00 

liV  authorities  or  captain  of  the  port,  in  cases  of  sinking  vessels       2  00  1  00 

'leqneslinf  the  arrest  of  seamen                                           2  00  1  00 

MoHee  io  magkr  of  remit  of  examination  of  complaint  of  crew   I  00 

of  auroejf  on  veaade,  hatehea,  mrffOyprovisionSt  and  stores, 

Moi^lfit^  amrv^fm^M  ^ 'iiSr  i^fpomtm^  ....... ....^ ......  100 


9or  noting  marine  protest  ^«    2  00     2  00 

For  extending  marine  protest  .   8  00      8  00 

And  if  it  exceed  two  hundred  words,  for  every  additional  one  hun- 
dred words  -   50  50 

Pm  Isming  warrant  of  survey  on  vessels,  hatches,  cargo,  provisions, 

and  BtiireB,  or  either,  (dropped)  2  00 

^  ,  Notifying  surveyors  of  their  appointment,  also  notifying  agents  of 

^T^^''.  insurance  companies  interested,  each,  (dropped)  1  00 

.|¥ofitl'o/ 'Sfiofler  ^^oliitl  eAarl«iwt  or/i*e%A<0r«...  ....  .  £00 

JFrt^pttrim^  Doemttettta* 

iPor  pripariiif  afreemenl  of  master  to  give  Ineroased  w:age8  to  sea- 
men,'attested  under  seal  (dropped)  —  ........^  2  00 

MecoriMt^  Doeumm^, 

Appointment  of  now  master  ....   50  50 

Average  bonds,  when  required,  for  every  one  hundred  words  —  50  v  60 

BUI  of  sale,  when  required,  for  every  one  hundred  words   60  "  50 

tjiWHeate  given  to  master  at  his  own  request,  when  required   50  50 

OM»aI^^)ett»  to  capl^ipMt^^  «,  fiO 

Order  and  Consul's  oerliflcate  to  pay  seamen's  wages  or  voyages,  at 

home       .     50  60 

Bowers  of  attorney,  when  required,  for  every  hundred  words  ^     50  50 

Frotests  of  masters  and  others,  other  than  marine  protests,  for  every 

one  hundred  words  .  ...^  .  50  50 

Sea-letter,  for  every  one  hundred  words — -      — *  — -  — ^ — ..     '50'  60' 

Oalls  of  survey  on  vessel,  hatches,  cargo,  provisions,  and  stores,  or 
eitiier ;  warrants  and  reports  thereof ;  estimates  of  repair ;  certifl- 
oates  of  Consuls  to  advertisements  for  funds  on  bottomry,  and  of 
sale  of  vessel ;  inventory  of  vessel,  cargo,  provisions,  and  stores ; 
I^t^  of  master  to  Consul  notifying  sale  of  vessel,  cargo,  provisions, 
and  stores,  or  either ;  letter  of  master  to  auctioneer,  and  account 
of  sales  of  vessels,  cam,  provisions,  and  stores,  or  either,  for  every 
one  hundred  words  of  any  document  required  to  be  recorded,  ex- 
cttl  Cnnsnl'a  c«rt!ieate  to  masters  tahing  home  American  seamen,    60  50 

9  4  H  ift  '^t  *l§  'ft* 


HISTORY  01  AMERICAN  SHIPPINO. 


126 


EaoMmg  and  ddimrimg  ahi^^a  papera, 

Wot  receiving  and  delivering  ships's  register  and  papers,  including 
consular  certificates  as  prescribed  in  Forms  Nos.  18  and  one 
cent  on  every  ton,  registered  measurement  of  the  vessel  for  which 
the  service  is  performed,  if  under  one  thousand  tons  ;  but  Ameri- 
can vessels  running  regularly  by  weekly  or  monthly  trips,  or 
otherwise,  to  or  between  foreign  ports  shall  not  be  required  to  pay 
ftes  for  more  than  four  trips  in  a  year  ;  and  tonnage-fees  shall  not 
be  exacted  from  an v  vessel  of  the  United  States- touching  at  or 
near  ports  in  Canada,  on  her  regular  voyage  from  one  port  to 
another  within  the  United  States,  unless  some  oiftcial  service  re- 


quired by  law  shall  be  performed   —  ^  ^ 

And  for  every  additional  ton  over  one  thousand,  one  half  of  one 
eont    "  » 

Sk^in0  or  diaehmrging  atamm. 

For  every  seaman  who  maybe  discharged  or  shipped,  ineludtng  the 
certiflottes  therefor  attached  to  crew-list  and  shipping-artictos,  to 
be  paid  by  the  master  of  the  vessel  ^  ^      i  w 

JiiReeeUaneoua  aermeaa. 

For  clearance  when  issued  by  the  consul,  as  at  free  ports   —        2  00 

For  entry  of  result  of  axamination  in  veaaal^a  l^-iook — —  3S  w 
Agreetneni of  master  to  gif>a  increaaed  wages  —    ~       *■  w 


For  issuing,  preparing,  and  executing  the  receipt  for  two-thirds  extra 
wages  ;  the  waiver  of  two-thirds  extra  wages ;  complaint  of  crew 
of  bad  quality  or  inaufJieUnt  quantity  of  proaiaiona  or  waier; 
mffidamtw  eertifieaie  of  amnding pkjfsicim i  rae$^  for  afecta  o/ 
deeeaaad  aeaman — .  —  

Thus  it  will  be  seen  that  the  only  resnlt  from  Uie  above  quoted 

provision  or  request  for  revision  of  fees  against  American  ship- 
ping, has  been  in  charges  for  acknowledgments,  authenticating 
signatareB,  etc.,"  while  even  in  this  respect  many  other  specifica- 
tions have  been  added. 

While  it  is  true  that  the  onerous  paragraph  creating  the  fee 
per  tonnage  "for  receiving  and  delivering  the  ship's  papers,  has 
been  changed  frora  the  Appendix  to  the  body  of  the  Consular  Begula- 
latimSj  the  fee  reappears  unchanged  in  rate  or  per  tonnage  under 
or  over  1000  tons,  and  the  fee  for  shipping  or  discharging  sea- 
men," also  remains  excessive  as  formerly. 

The  basis  of  a  Tariff  of  "  Consular  Fees,'*  of  0reat  Britain, 
has  not  been  reached  by  any  means,  as  there  are  106  specified 
United  States  charges,  against  39  British  charges. 

In  the  British  Tariff  there  is  no  charge  whatever  to  compare 
with  our  me  emt.  per  ton  tax  "for  receiving  and  delivering 
ship's  papers,"  as  referred  to  above;  and  "for  shipping  and  dis- 
charging  seamen"  the  rate  of  Great  Britain  is  only  60  cents 
compared  with  |1.00  per  capita  of  our  tariff.^  


1  See  Addenda  for  Comparative  Tariffi  of  principal  ooantries. 


■i 


126  HISTORI  OF  AMIBICAN  SHIPPI»0. 

The  returns  from  the  Consular  Fees  from  charges  against 
American  Shipping  for  1882,  are  as  follows : 

Vmds        mud  Vkxrges, 

Shipping  and  discharging  crews   |16,478  98 

fonwigo  dues  — -    80,181  M 

Bills  of  healtli  »nd  olcmnoes  •   25,161  24 

Other  fees  .   —    22,602  65 

ji^.lr»wag<ii   86,681  47 

^  $129,806  18 

Thus  it  will  he  seen,  as  the  Fifth  Auditor  remarks  in  his  offi- 
cial report,  that,  wotwithstancling  the  very  considerahle  decrease, 
which  took  effect  Octoher,  1881,  the  received  for  1882  are 
146,774.19  in  excess  of  I88I.1 

This  fact  does  not  altogether  show  an  increase  in  transactions, 
hut  that  the  decrease  has  not  heea  efhctual  in  the  object  and 
pointo  desi'red. 

It  is  therefore  recommended^ 

1.  That  American  vessels  wholly  owned  by  citizens  of  the 
United  States,  touching  ,at  any  or  all  foreign  ports,  shall  have 
exemp^on  from  paying  toiiil|||  lees  for  ship's  papers  as  now 
granted  to  such  ships  touching  at  Canadian  ports. 

S.  That  Ameri,caniii||^  he  not  required  to  pay  three  months' 
wages  to  all  seamen  discharged  in  foreign  ports,  or  that  the  law 
be  at  least  saspended  until  we  have  "  American  seamen to 
tetnrn  home. 

E.  That  all  conshlar  fees  charged  to  American  vessels  in  sap- 
port  of  the  Consular  service  be  abolished. 


V... 


8H1PPIM0  commissioners'  FEES. 
E.  S.,  Title  68,  Sees.  4601-4602,  1872. 

Of  all  the  home  evils  that  handicap  the  welfare  of  what  might 
be  an  American  seaman,  and  just  treatment  of  American  ship- 
owners, there  is  nothing  more  of  an  obstacle  than  this  so-called 
Shipping  Commission  excepting  l^at  of  our  Postal  Restrictions, 
ipi^  This  title  is  a  disgrace  to  national  legislation,  and  should  be 

eliminated  from  our  statutes  or  corrected  and  limited  in  authority. 

Ifo  greater  burden,  as  an  evil  to  American  Shipping,  exists 
than  the  so-called  "  Shipping  (|||^   

1  For  a  comparison  of  fees  of  Ibe  principiil  iifttioiis  upon  tonniige  in  foreign 
ports,  see  Addenda. 


HISTORY  Of  AMERICAN  SHIPPING.  1^1 

A  pest  to  ship-owners  and  an  imposition  upon  seamen. 

Your  committee  has,  however,  been  told  about  the  "blood 
money  "  exacted,  and  the  petty  abuses  resulting  from  this  source, 
to  the  iiyury  and  dissipation  of  harmony  in  the  discipline  of  a 
Steamship  Company,  by  the  unwise  creation  of  this  Cominission, 
and  by  the  exacting  of  a  taxation  of  fees,  contributing  to  its  sup. 
port. 

Complaint  after  complaint  has  been  made,  year  after  year, 
against  this  incubus  to  ship-owners;  yet,  strange  to  say,  the  bur- 
den remains. 

iG^reat  Britain  has  long  since  abandoned  such  an  inoperative 

system ;  and,  although  late,  there  is  yet  time  to  improve  by  its 
immediate  abolition. 

The  official  returns  of  this  service  show — 

That  it  robs  our  aihipowners  of  more  of  their  scanty  earnings 
than  any  other  burdens  ; 

That  it  interrapts  the  discipline  of  the  service ;  and 

That  it  exacts  from  the  poor  sailor  the  last  dollar,  or  leaves 
him  who  is  without  the  means  or  disposition  to  be  bled,  to  remain 
idle  in  our  streets. 

The  fees  enacted  %  hw  are- 
Fee  payable  for  each  seaman^of  crew   |2  00 

"        "     on  discharge  50 

"       "     for  each  boy  apprentice   5  00 

The  fees  exacted  by  the  incompleteness  of  the  law  are  many, 
and  underhanded,  but  notwithstanding  the  immense  returns  of 

hundreds  of  thousands  of  dollars  yearly,  and  which  is  made  to 
Government,  as  the  commissioner's  yearly  salary  is  nominally 
15,000,  the  perquisites,  and  so-called  "  blood  money,"  is  a  source 
from  which  wealth  and  the  life  earnings  of  the  ship  flows  to  the 
official.* 

It  should  not  be  expected  that  testimony  coming  from  this 
Commissioner  would  be  free  from  bias,  or  based  upon  informa- 
tion beyond  his  own  peculiar  interest. 


1  Bee  under  Foreign  Policies   for  greater  wisdom  in  foreign  Laws." 


128 


HISfOftT  01  AMERICAN  SHIPPHI 


INSURANCE  COMBINATTON. 

More  properly,  this  coDditioa  belongs  under  the  division,  of 
tills  argmnent,  of  Booty."  ¥o  condition  influencing  par  ship- 
ping or  renlMllllif'  iillM  to  other  "industries  mutually 
can  be  cited,  than  the  pooling  of  interest  in  dreat  Britain  by  the 
ihipbuilders,  merchants,  underwriters  and  consular  corps  against 
all  shipping  of  the  world  foreign  to  her  Majesty's  service. 

This  is  legitimate;  it  is  wise;  it  has  been  the  chain  of  infla^^s 
encircling  the  globe,  and  ooneeted  with  every  port  in  the  world; 
Its  power  and  the  facility  with  which  it  is  shielded  against  com- 
petition is  similar  to  the  power  of  a  school  of  sharks  against  the 
simple  defence  of  a  more  beautiful  and  acceptable  object  of  the  sea. 

It  is  however  an  amphibious  creation  that  feeds  upon  American 
commerce  and  destroys  l\iinj|iitf!in  shipping. 

How  long  will  it  be  before  a  chain  of  American  financial 
agencies  is  created  of  home  insurance,  home  shipbuilding,  home 
sbipowning,  and  our  own  consular  service  in  defense  against  such 
wise  business  combination  of  England,  as  were  our  navigation 
laws  in  devwiliii^iitmigi^^^.  defense  2  for  this  incorporation, 
'Vk. :  'the  BritiJHIl^  was'  flSii|%^|M»'8ubstitute  in  the  abolition 
of  and  alias  for  the  British  navigatilHif  act.^ 


LIOHI-HOUSB  VSm. 

•*  B,  8.,  sec,  4225 :  A  duty  of  fifty  cents  per  ton,  to  be  denomi- 
nated  'light  money,'  shall  be levied  and  collected  on  all  vessels 
Ml'  ^fl/^l^iJUnited  Stfii||{piich  may  enter  the  p^HHI^  United 
States.  Such  light  money  shall  be  levied  and  collected  in  the 
same  manner  and  under  the  same  regulations  as  the  tonnage 
duties."   Agl^^  March  27, 1804. 

It  will  be  seen  that,  by  wise  provision,  this  "light  money," 
or  fee,  is  required  at  present  of  only  foreign  ships,  and  the 
the  absurdity  of  claiming  this  as  a  burden  upon  the  American 
ahip  simply  devised  by  those  agents  who  are  endeavoring  by 
«very  persuasive  misrepresentation  to  point  away  from,  rather 
than  to,  the  true  cause  of  our  shipping  decline. 

The  admission  of  foreign  ships  to  free  entry  must  grant  every 
privilege  of  birthright  under  American  Register,  aad  oonBe. 

« Til©  writwr  has  so  often  drawn  attention  to  the  condition  and  immense  influ- 
«nc«  against  American  8bipping,while  Congress  seems  deaf  to  appeal,  that  the  im- 
portance thereof  has  suggested  a  detailed  exhibit  prepared  for  Addenda,  following 
fagea  under  Wowmga.  FoBcies. 


THE  MONOPOLY  OF  THE  CAREYmG  TBADB 

OF  THE 

O  ±i  J-j  JJ 

B¥ 

BRITISH  STEj^M  SHIPi^IlSra, 

UNDER  THE  CONTROL  OF 

Britisk  Lloyds,  Exchequer  and  Board  of  Admiralty. 


Progress  of  Steam  in  the  Shippmg  of  Nations, 


(Ships  in  Foreign  Trade  only.) 


I860. 

1860> 

1870. 

1880. 

1882. 

49,977 
9,501 
10,453 
154,415 
81,991 
19,455 
82,100 
18,715 

54,600 
65,224 
44,240 

277,759 

215,758 
64,894 
77,050 
38,463 
69,027 
81,049 

152,604 
2,720,551 

170,838 

91,157 
74,119 

79,888 
464.179 
332,034 
119,021 

111,055 

76,768 
134,550 
95,429 
220,085 
24,823,043 
154,570 

Belgium  ....^  

Denmark  -  

Frunce*  

<5ermany   —  

Holland  . . 

Italy   

Norway   

1,048 

"'9,535' 

1,604 

r3',925 
"^2^706" 

4,254 
68,025 
10,132' 

United  Kingdom  

United  States  .^.^ 

87,539 
4,155 

167,698 
44,942 

452,352 
97,296 

1,111,375 
19S,644 

1  The  ndTanoe  Tnido  in  Frencli  SMpping  under  the  mw  Bounty  Law  it  hero 
*  Bureau  Veritas. 

U.  S.  Consul  Jones,  in  Consular  Report  No.  26,  page  70,  gives  the  gross  steam 
tonnage  of  this  year  as  6,860,000  tons,  but  the  above  figures  (all)  represent  foreign 
trade,  hence  the  small  tonnage  of  the  United  States  will  be  noted — the  total  steam 
tonnage  tbere«tf  being  1,855,826.    (See  also  table  Progress  of  Steam  Tonnt^.) 

In  the  British  Consular  Regulations,  paragraph  20,  Consular  Officers  are 
directed  to  act  as  agents  to  the  British  Lloyds  and  to  British  Steam  Navigation 
CompaniM  having  contracts  for  carrying  Her  Majesty's  Mails.    (See  Booty.") 


9b 


(129) 


Smrd  #  awifi  Vemds         m  1887,  and  of  the  Total  Megistered 
mam  Vmds  m  ll«  Vmkd  8la^  m  1888. 

(f  torn  OtBciftl  Report  of  Secretary  of  the  Trcisiiry,  1888.) 


States* 

1888. 

1887. 

Number 
riteiriatered.  \ 

Ton naff e 
steam  vessels. 
(E^iiterect.) 

Tonnage 
steam  veesels. 
(Begittered.) 

Number 
'ateam  veeaelt  " 
built. 

ft 
O 

1  ROO 

Hew  Maiii|>sbire.. 

1 

Tennont  

1 

908 

ICaMieliiisetts 

12 

1,443 

171 

1 

1 

Bliode  Island  

2 

698 

965 

1 

OoDiiecticut  

19 

4,108 

2,641 

I 

Mm  'Tork- .  

140 

29)706 

24,487 

16 

'Hew  J'eraey  

3,757 

444 

46 

Pennsylvania  

184 

18,243 

19,381 

8 

494 

873 

Maryland — ^  

]# 

6,800 

7,185 

4 

]llit.of€oliiin%ia. 

801 

1.477 

1 

Virginia  

18 

1,970 

1,667 

If©rtli  Carolina— 

11 

2,014 

621 

1 

9mM  Qarolinia.. 

4,794 

4,715 

6 

'QMixia  

29 

4,273 

4,621 

2 

FloridJi  —  — 

IT 

1,974 

1,194 

Alabama 

18 

2,708 

4»896 

M imiitippi  ^ 

Arkantaa* 

9 

'lionisiana  

ad 

4,986 

64,421 

'iSennefise©'-.*  

6,198 

2 

Illinoii* 

Irailatia* 

1,714 

.Kentucky  

8,356 

Iowa  * 

\  

Wisconsin  ■ 

_  jar  .li,  Ml 

Misaouri  

12 

7,967 

8,868 

42 

Oluo 

w 

15,396 

12,876 

MicWgian  

18 

2,611 

2,108' 

1 

U.  8.  Governmen 

t  14 

9,011 

MHfel        ML  nil 

Total  — 

im 

126,698 

168,680 

186 

"  Ho  returns. 

•  Mo  returns  except  In  imrt  witli  Indiana  and  Kentucky. 
»  Ho  returns  except  in  part  witli  MicMgan. 
The  eatlmated  figures  for  tliose  States  are,  via. : 

Mumber,  100,  making  a  total  of  800  steam  vessels. 

Tonnage,  1,818,  making  a  total  of  166,478  tons. 


(180) 


HISTOBY  OF  AMERICAN  SfllPFINa, 


131 


quently  cause  a  diminution  in  revenue  to  the  Coast  Survey  Ser- 
vice, and  an  additional  tax  upon  our  people,  thus  subsidizing 
correspoadingly  foreign  labor. 
Let  tbe  fitrmer  ponder  well  upon  tbis. 


CUSTOMS  TARIFF. 

No  greater  absurdity  was  ever  promulgated  tban  the  delusive 
cry  that  tbe  Tariff  on  Imports  affects  tbe  existence  of  tbe  ship.^ 

It »  Dot  intended  Iiere  to  argoe  in  favor  of  protection  or  free 
trade,  but  to  cite  facts  only. 

The  history  of  Great  Britain  contradicts  this  imagination  so 
emphatically  that  it  is  only  necessary  to  remind  you  that  she 
became  "  Mistress  of  tbe  Seas  under  the  most  proscriptive  tariff 
of  tbe  world,  until  1859.'' 

Tbe  fiillacy  of  British  statesmen  or  statists  in  declaring 
or  arguinp^  that  Great  Britain  has  been  benefited,  from  the  mere 
fact  of  free  ships  and  free  trade,  or  that  such  was  the  philan- 
thropic impulse  that  led  to  the  repeal  of  the  Navigation  Law  in 
1849,  (Juiaary  Ist,  1850,)  and  of  ber  General  Tariff  in  1859,  or 
ber  Corn  Laws  in  1846,  is  clearly  shown  by  tbe  bigbest  British 
authority,  Sir  Edward  Sullivan,  who  says : 

"  Thirty  years  ago  England  had  almost  a  monopoly  of  the 
manufacturing  industries  of  the  world ;  she  produced  everythmg  in 
excess  of  emsum'piim  ;  other  nations  comparatively  nothing." 

This  was  the  reason  of  Great  Britain's  magnanimity  and  liber- 
ality. 

Here  is  what  a  United  States  Consnl  writes  on  tbe  growth  of 
Britisb  Shipping,  in  tbe  official  Consular  Beports,  published 
mdntbly;  speaking  of  the  strength  of  England  in  iron  resources; 
the  doubt  at  first  as  to  its  utility,  but  soon  realizing  the  im- 
mense power  she  possessed,  and  recognizing  also  the  complete 
impotency  of  other  nations  comparatively.  Tbe  Consul  of  ]^ew- 
castle,  England,  says : 

•*  The  reaction  which  followed  the  close  of  the  Crimean  war, 
together  with  the  successful  competition  of  American  tonnage, 
influenced  unfavorably  the  earnings  of  the  wooden  ships.  Enter- 
prising owners  looked  around  for  a  remedy.  The  screw  collier 
John  Bowes  had  proved  a  commercial  success.  If  iron  steamers 
engaged  in  the  London  and  Northeastern  coal  trade  left  a  satis- 
factory margin  of  profit,  why  could  the  same  class  of  tonnage 


See  also  evidence  under  "  Navigation  Laws." 


MISfOKT  Of  AKimOAN  SBIPPIHO 


not  be  advantageously  employed  m  carrying  grain  and  other 
mercliandise  on  long  voyages?  Partnerships  were  formed  and 
companies  organized  upon  the  Tyne  and  Wear,  and  elsewhere, 
to  build  or  buy  large  cargo-carrying  iron  screw  steamers  to  do  a 
"  roving  "  tradi«-*fhat  is,  to  take  cargoes  anywhere  upon  voy- 
ages ofering  tbe  most  remunerative  freight." 

Our  Customs  Tarift'  is  no  more  a  restriction  upon  our  Ship- 
ping than  was  "  the  poor  slave,"  whose  fetters  some  are  now 
trying  to  find  and  shake  before  the  weak-minded  or  prejudiced 
as  the  coenecting  link  and  the  compromise  in  effecting  our  Navi- 
gation Laws.   (See  pages  14-16.) 

Such  fallacy  may  aggravate  prejudice  against  American  Indus- 
try, but  can  never  be  made  history.  Even  the  ardent  free-trader 
and  British  shipper,  a  most  able,  although  partial,  writer,  Mr. 
Lindsay,  records  a  iat  denial,  thai  stamps  snob  insinuatloE  as 
absurd,  as  follows : 

"A  very  large  amount  of  capital  had  been  invested  by  Ameri- 
cans in  the  famous  ships  employed  in  the  California  trade ;  but 
even  these,  before  the  close  of  1854,  were  becoming  unremunera- 
tive,  owing  to  the  competition  of  British  iron  and  screw  steamers, 
which  were  the  main  w^eapon  w^hereby  we  bade  defiance  to  the 
mmpetition  of  all  other  nations  in  the  general  ocean  race  then 
lust  then  commenced." 

Let,  then,  all  false  ttanAings  be  bttsbed. 

At  this  hoar  the  U/ii  it)egress  betrayed  our  great  Industry— 
and  has,  even  "  thrice." 

There  was  no  competition  possible  in  yield  of  profit.  The 
only  way  for  England  to  increase  profits  was  to  gather  in  and 
inonopolize  foreign  trade.  ^ 

8uch  step  was  the  abolition  of  her  Navigation  Laws,  and  an 
invitation  proclamation  to  the  world  to  enter  British  ports — 
for  what  ?   For  her  monopoly  ? 

It  was  wisdom,  political  economy.  Laws  of  nations  must  be 
wise  and  self-protective  or  a  nation's  power  mast  end. 

The  same  Consul  continues,  "  Wealth  accumulated  rapidly  in 
the  coffers  of  iron-ship  owners,  and  the  demand  for  shares  in 
vessels  in  course  of  construction  doubled  the  number  at  disposal. 
A  fresh  lease  of  prosperity  was  secured  by  the  opening  of  the 
Suez  Canal.  The  irony  of  history  is  nowhere  more  keen  and 
significant  than  in  connection  with  this  great  engineering  tri- 
umph. Lord  Palmerston  opposed  the  scheme  *upon  political 
grounds.'  Lord  Beaconsfield  purchased  a  controlling  influence 
in  the  management  of  the  canal  upon  political  grounds.  And 


HISTOEY  OF  AMERICAN  SHIPPING. 


m 


the  government  of  Mr.  Gladstone  goes  to  war,  in  fact,  if  not  os- 
tensibly, to  maintain  control  and  assert  supremacy  over  the  great 
highway  to  India.  The  premier's  position  is  tenable ;  this  is  a 
commercial  nation  ;  80  per  cent,  of  the  tonnage  passing  througb 
the  canal  sails  under  the  British  ensign." 

Here  is  the  truth  presented— the  cause,  and  the  result ! 


NAVIGATION  LAW  BESTRICTIONS. 

In  the  foregoing  pages  it  has  been  shown  that  those  laws  were 
based  upon  the  necessity  of  retaliation  and  protection  against 
depredations  of  British  ships.  It  is  here  necessary  to  consider 
whether  their  abolition  would  be  beneficial  to  us  or  not,  at  this 
period. 

In  view  of  the  continual  labored  attempts  to  prove  that  the  | 
'Repeal  of  the  British  Navigation  Law'  caused  a  benefit  in- 
stead of  a  depression  to  British  shipping,  the  following  table  of  | 
official  figures  to  prove  the  true  result,  and  to  show  that  British 
ship-owners  and  the  British  carrying  trade  would  have  been 
ruined  thereby,  had  any  other  nation  been  in  a  condition  to 
build  iron  steamers,  and  make  a  competitive  struggle. 


Interests  of  British  Ship- Owners, 


Total  toBnage  entored  during  eaeh  $  year 

period. 

Annual  average. 

Difference. 

Britisli. 

■j 

Foreign. 

Total. 

P'rcent'ge 
of  British 
to  toUil.  1 

Tom. 

Tom. 

1834  to  1888  

2,529,604 

981,480 

8,611,048 

72 

1844  to  1848  

4,852,092 

l,i8l,670 

6,188,662 

70 

18Si  to  18^  

6,066,793 

4,154,735 

10,220,528 

59 

1844  to  1848  

Increase. 

1,822,488 

850,090 

2,672,678 

68 

over 

1884  to  1838  

■  \ 

72 

86 

76 

18M  to  1838  

Increase. 

1,718,701 

2,323,165 

4,036,866 

42 

over 

1844  to  1848  

Percentage.  ^ 

89 

126 

66 

tW  HISTORY  OF  AMERICAN  SHIPPING. 

Thus  it  will  be  seen  that  the  repeal  of  British  Navigation 
Laws  caused  an  increase  of  foreign  over  British  tonnage  of  (126 
less  39)  87  per  cent,  on  a  compfiridon  of  the  five  years  of  equal 
period  before  and  after  repeal,  via. :  1844  to  1848,  and  1854 
to  1858.  To  see  also  farther,  let  us  take  a  similar  view  at  the 
carrvins:  trade  before  and  during  the  same  period. 


TM  Qmymg,  Tmde  (&f  Commerce)  of  Great  BrUndn  before  and  after 

MepmA    Namgatmn  Lams. 


Total  Value  of 

Exports  of 
0reat  Britain. 

Toni  of  Oomiii«rce  Exported. 

Percentage 
of  British 
to  total. 

firittsli.. 

Foreigi. 

Total. 

fbiva. 

1884  Mm  

P8%O0O,O0O 

2,584/281 

8,544,812 

71. 

to  1 84S— 

m^<IOO,080 

4,895,217 

1,906,217 

6,301,484 

67. 

1854'  to  18i8  

S3O,O0O|O0O 

6,178,880 

4,4&8,068 

10^626,748 

58. 

1844  to  1848  

58,000,000 

1,880,068 

885,688 

2,768.822 

1884  to'lSaS  

78. 

77. 

67. 

1814  to  1868  

over  „. 

260,000,000 

2,647,151 

4,825,814 

41. 

1844  to  1848  

90. 

40. 

II  III  

188. 

68. 

In  the  above  it  will  be  seen  that  En^and  was  terribly  shaken 
in  tonnage  of  ships  and  shipping  trade  by  the  repeal,  and  that 
the  gain  of  foreign  over  British  shipping  trade  increased  (188-40) 
98  per  cent,  on  a  comparison  of  the  five-year  periods  given  before 
and  after  the  repeal. 

Had  not  the  resources  of  Great  Britain  at  this  time  imwm  ore 
«md  mm  Tmnufactwres  been  so  iir  greater  than  all  other  nations 
British  Shipping  woulllll^  paralyzed.  The  United  States 
could  not  stand  such  a  repeal ;  her  shipping,  now  struggling  for 
existence  in  competition,  would  be  completely  wiped  out. 

Iron !  British  iron,  was  the  power,  as  shown  above,  that "  defied 
nations     iron  iii  manniietiirM  on  land  and  in  ships  on  the  seas^ 


HISTORY  OF  AMERICAN  SHIPPING. 


supported  by  the  British  exchequer  and  the  British  Lloyds — 
"defied"  the  combined  w^orld  of  this  "infantile  industry." 

But  what  relation  do  our  Navigation  Laws  bear  to  this  monopoly 
of  England  ?  They  are  our  only  actual  means  of  present  detense. 
Our  coasting  trade  is  all  that  we  have  left.  (See  "  Coasting 
Trade  "  Addenda.) 

Here  is  the  opinion  of  the  first  and  famous  writer  upon  "Free 
Trade"— a  "glittering  generality"  for  our  theoretical  professors 
of  dead  languages  and  dead  literature. 

"As  defence,  however,  is  of  much  more  importance  than  opu- 
luence,  the  act  of  navigation  is,  perhaps,  the  wisest  of  all  the  commer- 
cial  regulations  of  England."  (Adam  Smith's  Wealth  of  Nations.) 

For  this  expression,  Mr.  Macgregor,  the  British  commercial 
historian,  administers  a  rebuke,  terming  it  one  of  Mr.  Smith's 
**  few  fiEiUacies." 

Are  we  in  the  condition  to  cope  wlHi  0reat  Britain  in  this 
industry  to-day  ?  Could  we  possibly  stand  the  shock  that  Eng. 
land  sustained  with  every  advantage  and  monopoly  in  her  hands. 

What  nation  besides  Great  Britain  is  without  navigation  laws, 
that  possesses  ships  and  controls  her  own  carrying  trade.  It  is 
necessary,  therefore,  to  look  into  the  condition  of  our  sfaip-bnild- 
ing  industry. 


CONDITIONS  OF  SHIP-BUI1»DING. 

Sefdrringto  the  unjust  assertion,  rather  than  query,  purported 
to  be  issued  by  the  committee — before  its  convening^ — that  it  is  not 
possible  tor  Americans  to  rival  Great  Britain  in  the  art  of  ship- 

building,  it  is  now  proposed  to  look  into  the  conditions,  cost,  fis^ 
cilities,  and  to  the  record  made  in  American  history,  and  of  our 
tonnage  to-day. 

Wi^oot  dwelling  tediously  upon  our  record  of  the  past,  the 
illustrationa  herein  presented  of  the  "  Great  Republic,"  the  "  Atlan  - 
tic  "  and  the  "  Peking"  mark  irrefutably  our  prestige  and  the  three 

epochs  of  the  world's  shipping.  It  is  not  claimed  that  to-day 
we  can  build  as  cheaply,  but  in  completeness,  not  even  En2:land 
oan  boast  of  superiority  over  the  American  iron  ship  now 


IM  HISTORY  OF  AMBRICAN  SHIPPIUQ. 

kciQclied  from  oar  perfected  fllilp-yiirds  on  tbe  Delaware. 

But  for  comparison,  let  us  revive  the  testimony  of  one  now- 
gone,  but  whose  identity  with  this  great  iudustrj  of  our  country 
win  be'  immortal. 

Office  of  the  Wistervelt  Ship-yard, 
Grerh  PoiNTy  horn  Island,  February  4,  1868. 

Sir:  I  baire  recelired  jour  letter  of  the  Slst  altimo,  requesting 
me  to  communicate  to  the  Bureau  of  Stadstles  any  information 
In  my  posseMon  upon  which  an  estimate  can  be'  based  of  the 
average  valne  per  ton  of  all  the  merchant  vessels  of  the  United 
States  in  1826,  year'il|||||^^      any  year  or  years  since. 

The  cost  of  ilwt  class  merdbag|^  sbipi  baitt  in  this  city,  say» 
lrom  4he  year  1H|  to  1855,  wtmliiiverage  about  $65  per  ton  ; 
conseqnently,  a  ship  of  1,000  tons  would  ooet  165,000,  when  new 
and  ready  ibr  sea^         fffMN^^^  ^  vAlne  of  the 

whole  of  the  mercantile  ittiim^Ohink  it  is  fiiir  to  assume  that 
the  average  of  the  whole  wouil  show  that  they  were  six  years 
old,  and  consequently  the  value  of  the  whole  should  be  estimated 
from  tl|||^   of  thMMii 

1  have  found  the  depreciation  of  ship  property  to  be  about  siic 
per  cent,  per  annMi|aMDd  supposing  a  good  vessel  to  depreciate 
at  that  rate,  it  woulofllow  that  a  ship  of  1,000  tons,  and  costing, 
when  new,  |65,000,  would,  at  the  end  of  six  years,  have  depre- 
elated  |2E,400,  and  leaving  her  value  941,600,  or  $41  640  per 
ton. 

I  suppose,  however,  that  ships  built  In  Kew  England  and  else- 
where in  the  United  States  cost  something  less,  and  I  would^ 
therefore,  put  the  value  of  the  whole  mercantile  fleet,  during  the 
years  above  mentioned,  at  f40  per  ton. 

Yours,  respectfully, 

Jacob  A.  WiSTBrnvUif. 

This  was  the  period  when  American  ship-building  should  have 
been  revived.  Ckingress  had  (1866)  made  an  appropriation  for 
carrying  the  mail  across  the  Pacific.  Iron  ships  had  been  built 
by  Messrs.  Harlan  &  Hollingsworth,  and  Cramp  &  Sons  had  sent 
out  upon  the  deep  that  terrible  destroyer,  the  Ironsides,  with  10 
guns  broadside.  It  is  strange,  but  painfully  true  and  necessary 
to  record,  that  those  who  received  this  aid  from  Congress  spent 
nol  only  that  bounty,  but  the  earnings  of  their  treasury,  the 
Pacific  Mail  Steamship  Company,  in  building  wooden  ships,  when 
the  world  had  known  for  years,  and  the  monitors  of  our  civil 
war  had  proven  that  iron  was    king  of  the  seas." 

Bciarring  to  such  folly,  (even  in  1854,)  Mr.  Lindsay  writes,  ridi- 


HISTORY  OE  AMERICAN  SHIPPING. 


1S7 


culingly,  "  had  it  not  been  for  the  resources  we  held  within  our- 
selves, (iron,  coal,  &c.,)  and  the  indomitable  energy  of  our  people, 
foreign  shipping  might  then  and  there  have  gained  an  ascendancy 
which  might  not  afterward  have  been  easily  overcome.  We  had 
one  advantage  which  our  great  American  competitor  did  not  pos- 
sess. We  had  iron  in  abundance,  and  about  this  period  we  were 
specially  directing  our  attention  to  the  construction  of  iron  ships 
to  be  propelled  by  the  screw.'* 

The  U.  S,  Consul  at  ¥ewcastle-on-the-Tyne,  writes,  When 
efforts  were  being  made  to  establish  a  line  of  steamers  between 
Newcastle  and  New  York,  it  was  contemplated  to  build  two 

steamers  on  the  Tyne,  whilst  a  well  known  American  firm  Would 
construct  two  more.  The  measurements,  speed,  accommodation, 
and  requirements  were  identical  in  both  cases;  and  one  of  the 
managing  owners,  hi|||^f  an  experienced  navigator,  conversant 
with  ships  In  all  their  details,  states  the  dt^rence  between 
the  cost  of  British  and  American  ships  to  be  about  20  per  cent, 
in  favor  of  the  "old  country." 

This  practical  although  partial  Inspector  reported  asfolloifs : 

•*  The  bids  we  had  for  Taurus  steamers,  4,500  tons  burden, 
were  low  at  the  time  we  took  them ;  but  prices  went  up  shortly 
afterwards.  I  then,  before  the  rise,  estimated  the  difterence  be- 
tween American  and  British  prices  at  20  per  cent,  at  least;  but 
A.  B.,  the  steamship  builder  of  New  York  and  Philadelphia, 
made  the  difference  only  16  per  cent.;  in  fact, he  offered  to  build 
within  that  figure  of  any  average  tender  we  could  show  him  from 
this  side.  The  work  I  saw  in  American  yards  was,  to  all  appear- 
ance, equal  in  quality  to  work  on  this  side ;  but  there  were  vari- 
eties in  design,  with  a  view  to  economize  labor,  which  may  or 
may  not  stand  the  test  of  actual  hard  service.  The  marine  en- 
gine work  was  splendid,  and,  in  my  opinion,  superior  to  ours  on 
this  side.  I  had  no  opportunity  of  testing  the  quality  of  iron 
used  in  ship-building,  but  have  no  doubt  it  would  compare  favor- 
ably with  the  material  used  here." 

Here  is  testimony  from  a  rival  source  that  should  make  the 
author  of  the  Committee's  queries  blush — for  it  is  well  known  that 
such  queries  were  not  generated  by  the  Committee.  On  page  238 
of  Mr.  Hewitt's  report  upon  "Depression  in  Labor  and  Business," 
the  following  candid  expression  of  Mr.  Charles  H.  Marshall 
appears : 


13B  HISTOEY  OF  AM£RICAK  SHIPPIMa. 

Thi  Chairman.  Have  you  any  knowledge  as  to  the  cost  at 
wbich  iron  steamships  can  be  built  here  at  present? 

Mr.  Marshall.  I  have  no  positive  information  in  regard  to 
that;  but  I  have  been  told  by  Mr.  Gause,  the  vice-president  of  the 
Harlan  and  Hollingsworth  Company,  at  Wilmington,  that  an 
iron  ship  can  be  built  in  this  country  almost  as  cheap,  if  not  as 
cheap,  as  she  can  be  built  on  the  other  side.  While  I  do  not 
mean  to  dispute  his  assertion,  my  own  impression  is  that  there  is 
a  difference  in  the  cost,  and  that  an  iron  ship  cannot  be  built  in 
this  country  as  cheaply  as  on  the  other  side;  but  she  can  be  built 
very  much  cheaper  than  she  could  be  built  a  few  years  ago.^ 

Accepting  this  as  our  conditions  in  1878,  the  progress  that  we 
liave  made  since  that  time  will  be  seen  in  the  table  of  official 
igures  given  on  page  E8  of  oar  tonnage  to-day,  viz : 

Iron  skips  registered  in  the  United  States  1878  (steam)   79,023  tons, 
ti  II  If  1880     ti       90,142  ** 

I*  II  1882     "      102,982  « 

The  following  official  return  of  iron  steam  vessels  built  in  our 
oonntry  last  year  shows  that  it  is  only  necessary  to  create  the 
demand  in  oni|||il^  for  ships,  by  making  their  existence  and 
subsistence  possible — ^afler  being  built,  by  affiording  the  means  to 
compete  in  freight  and  insurance  rates  with  those  subsidized, 
indemniiied,  aided,  or  mail-paid  of  other  countries,  and  our  iron 
sMp  will  soon  mmr  the  oneaii. 

Mnm  i0dai  M^pmri  «f  171 K  M^fkier^  1882,  p.  l^. 


Forts. 


Tons. 


Philadelpliia.  1% ........... 

Pittsbuixh,.  Fit  ........I 

W  i  Iniingioa,  Del  •  .> 

limltimore.  Bad  

Saint  Louis,  Mo  ^  

Chicago,  III  

Detroit,  Micli  , 

Olevelaii d,  Ohio  

San  FranciscOi  €al...... 


WWW<il<i<««-<ll|i«i*' 


436.92 
6,006.09 
023.50 
»8.95 

4.070.82 
2,164.42 
27.05 


*..« ..MM ......  #**.... .*...••.  ••.■*......*»..  .•....*»■.  .€•.»•.•••*  ...«..••.  .«..««  .....  . 


IS 


40.006.TO 


1  There  were  no  iron  sailing  ships  reported  by  the  Register  us  built,  although 
the  Bureau  of  Stalistice,  Treasury  Department,  (evidently  a  typographical  error,) 
refiorts  i!&  tons. 


THE  PIONEER 

IROif  SHIPBUILDER  OF  AMERICA, 


SAMUEL  HABLAN,  J&. 


1836. 


Betts,  Fusey,  and  Harlan,  in  1836,  began  partnership  with  plant  covering  less 
than  two  acres.  The  firm  was  changed  to  Betts,  Harlan  &  Hollings worth  in 
1841,  to  Harlan  &Hol]ing8worth  in  1849;  by  the  admission  of  Mr.  J.  Taylor  Gause, 

in  1858,  to  this  title  was  affixed  "Company,"  and  in  1867  was  incorporated  a 
company  under  the  title  of  The  Harlan  &  HoUingsworth  Company,  and  now  has  a 
plant  covering  forty-thrbb  acres,  and  a  record  of  over ^100  hundred  iron  ahips^ 
built  since  1836. 

This  firm  built  the  first  perfected  iron  steaiiier  in  this  country — the  pfopeller 

Bangor  "—in  1843. 

The  writer  is  not  without  full  information  of  all  asserted  or  just  claims 
priority  in  such  record,  especially  the  small  boat  "  Codorus,"  of  York,  P. 

1825,  (sent  South,)  the  "Stevens  Battery,"  (never  completed,)  the  "Valley 
Forge,"  200  tons,  (river,)  the  "  Novelty,"  (canal,)  18G7,  and,  as  shown  in  pre- 
ceding pages,  the  "  liandolph  "  and  "  Fire  Fly,"  which  were  sent  over  here  in 
pieeeBj  the  "Stockton"  afterward  *^New  Jersey,")  and  others,  imported,  and 
the  several  small  crafts  that  were  built  here  more  as  experiment ;  but  after  care- 
ful research,  it  can  be  said  without  fear  of  authoritative  denial,  that  as  to  Fulton 
belongs  the  fame  of  the  first  perfected  steamship,  so  also  to  Samuel  Harlan  be- 
longs the  fame  of  building  the  first  perfected  Iron  Ship  in  America. 


■■I 


140 


•0  8 

■it! 

5* 


9 


1  ^ 


BISTORT  01  AMKRICAH  SBIfftHa 


IS 


'PHI' 

•8  R 


•This  is  the  pioneer  finn  of  America  m  iron  Ship-building;  Ae  death  of  its  venerable  head,  Mr. 
Samael  Harlan,  has  just  been  cabled  from  Europe,  although  bis  name  will  live  forever  in  the  reoords  of 

oar  country  and  in  the  hearts  of  every  American  eeonomitit.  ^ 


HISTORY  OF  AMBRIOAN  SHIPPING. 


141 


8 

m 


coo 
o  oo 


CS  Q  O 

ges  M  r:  ^5  M 
Ci^i-Oi      00  r-  I— 


ggss 


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tM 


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(N 


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m  • 


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■  •  • 
!  *  • 


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I  !  :  :  : 


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06  O 


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o 


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o 
O 


08 

O 


142 


HISTORY  OF  AMlEI€Alf  SHI1ME0. 


Ill  view  of  these  official  iict$  it  Beams  remarkable  that  this 
Committee  should  question  the  steady  development  of  our  iron 
shipbuildinir! 


fie  ■Thld  fhmaffe  of  ike  VmMed  mks  i«  m  foUows : 

(Foreign  and  hone  tfade.) 


1881. 

1882. 

€lM»ifi<Mtim. 

Sail  and  Steam. 

Sail  and  Stesm. 

Decrease  and 
increase. 

Vessels. 

Tons. 

Vessels. 

Tona 

Registered  (Foreign  triMle)~...... 

BnroUed  and  licensed  (eonstwiie 

21,739 

1«33§,586.18 
2^182,148.29 

2,185 
22,183 

1,292,294.50 
2,87.3,638.74 

D.  A291.68 

I.  151,489.45 

24,368 

4,165,933.24 

1.  108,198.77 

Thus  it  will  be  seen  that  while  there  appears  an  increase  in 
total  tonnage,  there  was  a  decrease  in  the  foreign  service,  still  it 
must  be  remembered  that  there  has  hem  proportionately  a  steady 
increase  In  iron'  tonnage  .as  shown  above. 

It  is  not  prudent  to  overlook  the  strength  of  a  rival  in  any  con- 
test ;  therefore,  in  contrast  to  this  exhibit  of  iron  shipbuilding  in 
lb©  United  States— small,  but  growing  in  tonnage,  and  A 1  in 
completeness,  needing  only  the  demand  to  make  the  supply 
obeaper  and  abundant— let  us  look  into  British  shipyards  and 
see  what  is  there  being  done.^ 

The  estimated  increase  of  steam  tonnage  for  1882  is  given  by 
our  Consul  at  Ifewcastle  as  1,170,000,  which  the  Consul  natu- 
rally terms  unprecedented ;  and  if  he  is  correct  in  this  estimate, 
which  is,  in  fact,  confirmed  by  other  authority,  it  is  a  matter 
certainly  worthy  of  investigation  as  to  the  canae,  especiiilly  as  it 
is  claimed  to  be  built  chieiy  for  the  American  trade." 

The  Consular  reports  of  the  Department  of  State  shows  the 
following  amount  of  tonnage  built  and  location  of  shipyards  in 
the  United  Kingdom,  (1877  to  1881 :) 


^Th%  **liook  of  tiwtiiiiony  »»  of  Hie  Oonniitlee,  page  208,  Indicates  that  parties 
were  appealed  to  for  this  informatton.  Had  the  monthly  Oomular  Beport  been 
•samlnMi,  ttit  and  other  valuahle  infonnalioii  voald  have  been  found  at  hand. 


HISTORY  OF  AMERICAN  SHIPPING. 


14S 


Where  boilt 


Aberdeen...... 

Barrow .. 
Bristol. ....... 


i»—»a«a>— —■•—♦niiHi*»»*«  #•••*• 


Belfast 

Campelltown  ••••MM 

Dundee  

Glasgow  * 

Greenock  

Hartlepool  

Hartlepool,  Wesi».. 
Hull..... 
Leith.... 
Liverpool 
TiOndon 

Middlesbrough, 
Sunderland. 
SouthamptonMM( 

Stockton  M..... 

Port  Glasgow ..... 

Whitby..  M*MM«a  ••••< 

Wnitenayen. 

Tyne  ports.... 
Other  ports... 


«•  ••••M*< 


•  •••■•»••  •■■M*M»M  ■••MM*' 


•••••• •••• ■• «• 


•  •  ••••»••••«  ••••••■••*••< 


Totals,  1881.... 

1880  ....«  

1879  Ml)  »■>•«»•'•#'•«•«••*•««•*••> 

1878  

1877 


Sailing. 


Ships. 


1 

28 
15 


•••»•■ •••• 


2 
1 

9 

m 


4 

11 

6 
12 
1 
2 
3 
204 


351 
348 

.395 
585 
703 


Tons. 


2,458 
121 
84 
199 


851 
10,917 

11,072 


158 
901 
12,051 
1,963 


4,8G9 
9,824 
7,248 
13,924 
42 
2,847 
275 
14,106 


Steam. 


Ships. 


92,420 
57,480 
59,115 
141,165 
212,32a 


6 
11 

3 
12 

5 
11 
80 
12 
10 
20 

G 
12 
14 
18 

8 
66 

3 
15 
22 

6 

4 
103 
39 


486 
474 
412 
499 


Tons. 


3,291 
15,222 
340 
13,694 

1,212 
11,710 
77,901 
13,071 

9,949 
22,4.34 

6,973 

3,937 
13,396 
760 

0,231 
72,058 

2,975 
16,770 
11,100 

6,580 

1,808 
91,640 

2,508 


T^tal. 


Ships. 


408,764 
34<),361 
297,720 
287,080 


8 
12 

4 
14 

5 
12 
108 
27 
10 
20 

8 
13 
23 
64 

8 

70 
14 
21 
34 
7 
6 
100 
243 


945 
822 
807 
1,084 
V»2 


Tons. 


5,749 
15,343 
433 
13,893 
1,212 
12,561 
88,828 
24.143 
9,949 
22,434 
7,131 
4,8.38 
25,447 
2,723 
9,231 
76,927 
11,299 
24,018 
25,123 
6,628 
4,T4& 
91,915 
1M14 


501,184 
403,841 
35*1,8.3,"> 
428,245 
433,650 


Comparing  and  combining  the  Consurs  figures  with  those  of 
Br.  SiemeiiB,  President  of  the  British  Association  for  the  Ad* 
vancement  of  Science,  with  data  of  President  Gifien,  and  of 
Lloyds,  there  appears  the  following  increase  in  British  Shipping, 
viz. : 


Years. 

1860   - 

1880  

1882  


4,326,000 
f  Steam,  3,003,988 
\Sail,  3,688,008 


£25,600,000 
90,000,000  \ 
36,000,000  / 

187,250,000 1 
40,000,000/ 


Value, 
say 

u 

IC 

l( 

CI 


$128,000,000 
680,000,000 


Consul  Jones,  Mr.  Giffen,  and  all  others,  admit  the  wonderful 
increase  without  explanation — except  by  the  annual  drain  of 
Shipwreck,  and  demand  for  foreign  trade. 

The  above  valaation  is  at  the  rate  of  ^15  per  ton.  There  is 
inconsistency  in  this,  as  it  runs  over  the  price  per  ton  of  iron 
steam  building. 

But  taking  an  average  of  the  cost  of  a  number  of  vessels 
especially  ordered,  the  cost  per  aunum  is  £11  5^.,  say,  $57.50 
per  ton,  to  the  offer  of  Mr.  Roach  at  $65  per  ton. 


144  HISTORY  OF  AMERICAK  SHIPPIMQ. 

The  Germania  (Britisb)  cost  £190,000,  say,  #950,000,  of  6,004 
tons  =  SI 69  per  ton. 

The.-TokS."  (United  State.)  cost  |1.200.000,  of  6,500  tons  = 

f  218  per  ton. 

Tie  **  San  Bias  "  cost  |B00,00§,  of  2,500  tons  =  |120  per  ton. 

Tlie  followini^  sliips  of  the  German  .Mavj  cost  the  enormous 
sums  here  gi¥en  reepectivel j : 


Xonig  Wilhelm-™- — 
BMitsclikiid  

Sach«?enT~_„Trim  I' 

Friedrich  der  GroifC-™ 

.Pf«ii'i8©m  

Btyern  

Ifnedricli  Kmrl  ^  

XronprinJi  —  

Hansa   


  P,424,473  30 

  1,961,227  10 

 .   1,957,795  60 

 -  1,867,227  00 

  1,738,218  25 

  1,676,067  10 

  1,649,420  70 

  1,586,884  45 

  1,498,619  60 

  729,568  00 


Total  for  ten.  yaart  .  •.tl7/)07,496  10  » 

la  adiitioii  to  tlie  alwvt  taint,  thm  lias  been  paid  for  impairing  the  K6iiif 
'Urillielti  :|i6i,9i8J6;  Vriedrioli  :l£«rl,  '$589,091.40;.  Kronprinx.,  |290,827.65. 

To  let  onr  own  biiMers  speak  Ibr  themselves  <^  their  willing- 

iieei  to  make  contracts  for  conatracting  iron  ships  in  competition 
with  British  ship-hnilders  we  have  the  following : 

In  response  to  an  inquiry  of  the  Hon.  Mr.  Dingley  of  your 
Committee,  Mr.  Roach,  of  Chester,  replied  *'  that  last  week  he 
had  made  a  contract  to  hnild  an  iron  vessel  at  $&&  a  ton." 

Is  there  a  British  ship-hnllder  that  will  oflbr  to  build  at  a  less 
Tate  than  £12,  even  in  competi.tioii||l^^  many  old  crafb  can 
he  purchased  at  almost  any  price,  to  he  transferred,  and  especial 
bargains  are  frequently  offered.  When  the  cost  is  so  close  as  to 
range  from  ten  to  even  twenty  per  cent,  only,  it  is  to  be  accepted 
that  Amencan  shipping  is  not  declining  on  account  of  the  cost 
of  the  building. 

Under  the  condition  of  Ship-building,  the  liis  of  the  ship  must 
certdnly  be  considered,  the  average  period  of  service,  the 
staunchness  of  condition  after  a  long  service,  and  also  Ship- 
wreeiong. 

In  these  respects  American  Shipping  has  a  record  unequaled 
even  by  Great  Britain,  as  the  following  data  indicates,  although 
it  is  such  a  peculiarity  of  our  people  to  accept  any  assertion  or  de- 
duction— hypothetical  or  problematical — presented  from  foreign 
sources  and  by  foreign  statist8»  that  it  is  not  surprising  to  see  in 


HISTOat  Of  AMERICAN  SHIPPINa. 


our  journals  continually  a  depreciated  estimate  of  our  shi|>s 
quoted  from  foreign  authorship,  and  naturally  biased  against 
American  rivalry.^ 

There  cannot  be  higher  authority  than  the  Fellows  of  the  Sta- 
tistical Sociefy  of  England,  but  nmther  Mr.  Glover  nor  Mr. 
Bourne,  the  best  authorities  upon  Shipping,  in  the  discussions 
of  that  society,  have  attempted  to  argue  so  hypothetically  as  some 
of  our  own  writers  and  journalists  copy  from  unauthenticated 
sources. 

The  most  accurate  data  obtainable  as  to  shipwrecks  show  for 
the  year  1881  a  loss  throughout  the  world,  viz : 

jNumber  of  ships  Persons  lost.  Value  of  property  lost. 

2,039  4,134  #1,400,000,000 

This  was  an  inerease  over  1880  of  359  ships  and  $500,000,000: 
over  1,050  of  w^hich  ships  were  British. 

Here  is  a  proportion  of  over  50  per  cent,  of  the  loss  belonging 
to  Great  Britain,  while  her  percentage  of  the  world's  shipping  is 
about  55  per  cent.;  hence,  with  all  her  superiority  cUdmed  and 
advantages  acknowledged,  her  ratio  of  loss  about  equals  her 
ratio  of  power  in  controlling  the  world's  trade. 

In  speaking  of  the  bad  condition  of  several  of  the  British  ships 
in  our  ports,  the  Kew  York  Shipping  Gazette  recently  remarked : 

"If  the  power  was  delegated  to  proper  officials  in  this  country 
to  detain  unseaworthy  British  vessels,  these  figures  would  be 
more  than  doubled,  so  far  as  steamers  are  concerned,  and  would 
include  some  of  the  *'  finest  "  that  trade  to  our  ports.  Mr.  Plim- 
soll  should  come  over  here  and  see  the  needs  of  a  governmental 
supervision  over  some  of  his  country  ships." 

Begarding  the  record  of  American  ships,  it  is  possible  to  ana- 
lyze our  "  vital  '*  condition  more  thoroughly,  as  vrill  be  seen  in 

the  following  record,  which  covers  lii  three  epochs  of  American 
Shipping : 

^  Since  the  preparation  of  this  work  the  printed  testimony  of  the  Committee 
exhibits  on  page  247,  as  evidence,  the  following  unjust  quotation  from  the 
Oontemporary  Beview : 

Statistics  prove  this.  The  ordinary  life  of  a  ship,  allowing  for  extraordinarj 
circumstances,  is,  in  the  United  States,  18  years;  in  France,  20;  in  Holland,  23; 
in  Germany,  25;  in  Great  Britain,  26;  in  Italy,  28;  and  in  Norway,  30." 

This  vas  a  mere  statement  without  evidence. 

There  are  no  statistics  whatever  that  can  be  produced  to  prove  these  ratios ;  oa 
the  contrary,  the  facts  are  very  different,  aa  will  be  seen. 

10  H 


146  HIBIOHY  Of  AMlHIOAJf  SBIPPOia. 


Matio  of  Life  ofAmerwm  iS%«. 


still  in  service.  Pacific  trade.  (1) 
StiU  in  service,  Massachusetts 

coast. 

Still  in  service,  California  coast 

Still  staunch  and  magnificent^ 
New  York  harbor. 

Still  in  service,  Louisiana  coast. 

Still  in  service,  NewYork  harbor. 

Still  in  service,  Philadelphia  har- 
bor. 

Still  in  service.  Pacific  coast. 

Burned  this  year,  (June «, MBS,) 
California  coast.  (2) 

Still  in  service,  Jersey  coast. 

Still  in  service,  Jersey  coast. 

Still  in  service,  Pttoiflo  coast. 

Still  in  Mnrtee,  New  York  har- 
bor. 

Still  in  tnrrlee.  Maeiaehiisetta 
coast. 

Sttll  lBser?ice,GoniieelI(iatceaat, 


SfAUNGHNESS  Of  AMIBICAIT  BMim. 

(1)  Eecently  sailed  from  Sfcii  Jmncisco  to  Ipia,  Navigator's  Islandi.  Itot « long 
liiiio  tMw  ihe  waa  built  she  was  run  between  Boston  and  Liverpool,  and  was  con- 
•iiered  one  of  lli»|hitest  veaaels  of  ber  day.  For  twenty-one  yewrs  she  was  used 
as  a  whaler  in  llie  South  seas.  Her  best  run  to  laverpool  from  Boston  was  made 
in  Iboneen  days,  and  the  round  trip  In  thirty-two  days.  In  1878  she  was  brought 
to  this  coast  and  placed  in  the  China  trade.  While  in  the  China  seas  in  1878  she 
outrode  a  typhoon  which  was  so  wmmlm  three  American  ships  within  a  radius 
of  sixty  miles  of  her  were  lost.  In  1881  she  experienced  another  terrible  typhoon, 
wMch  necessitated  an  <i<||^^  in  repairs  when  she  ar- 
rived in  this  port.  Her  timbers  and  bolts  were  examined  before  her  departure 
and  found  to  be  in  a  condition  lliely  to  last  for  many  years  to  come.  {New  Y vrk 
MmmM^  June  HO,  1882.)  • 

(2)  She  was  one  of  the  vessels  of  the  Black  Ball  Mne,  plying  between  Kew  York 
and  Liverpool.  She  was  1,800  tons  register,  and  crowds  hate  gath^  wound 
her  at  those  ports,  as  li|||||lteonsid«ii^  thing."'  ^She  was  twenty-nine 
years  in  the  packet  line,  an*  made  ll«  trips  without  loring  a  member  of  her  crew, 
a  sail  or  spar.  c*wed  80,000  passengers  at  one  time  or  another 
from  Xurope  to  AfJI^^  Fifteen  hundred  births  and  two  hundred  marriages 
have  occurredsWte^*«*rd  of  her.  line  years  ago  she  was  brought  out  here  and 
went  into  the  coasting  trade,  and  her  good  luck  followed  her  until  the  morning  of 
the  aOlk  «r  June.  She  will  soon  be  beached  fm  her  old  iron.  (New  York  Herald, 
SkipfAng  lUms.) 

Here  are  fifteen  American  sliipa  showing  an  average  life  of 

iMrty'tkree  years  1 1 ! 

Th%  Adriatic  and  Atlantic  of  the  Collins'  line  of  1852-6  were 
sold  abroad,  but  np  to  last  accounts  were,  in  hull  and  machinery, 
as  irm  as  anything  aloat 


Class. 


Balk  

Steamer. 

^Stouner.. 
^Steamer. 

Ship  

Ship  ....... 

Ship........ 

Ship  »..•••< 
Bark  

Steamer.. 
Steamer. 
Ship 

'Ship....... 

Ship' .......  I 

Steamer. 


Hame. 


Amythest  (1)  

Empire  State..... 

Plymouth  Rode. 

Sandusky  

Washington  

Tonawando..  

Slitrley ........ ...... 

Great  We8t<«ni« 

Atlas  

Rieh'd  Stockton 
Dashing  Wave... 
.liOffeitio ...... 

Oeo.  VmiboAf^^ 

Maryland  .•• 


ars. 

Ton* 

<s> 
>. 

nage. 

Bate. 

Place.  1 

& 

Boston  

1822 

GO 

1601 

New  York  

1848 

34 

1012 

Naw  Yorlc  

1848 

34 

1127 

1848 

33 

1010 

1849 

33 

1852 

New  York  

1849 

33 

1503 

1860 

32 

104d 

Massachusetts... 

1860 

32 

im 

Kew  loric 

1861 

31 

1309 

1862 

30 

104S 

1862 

30 

1054 

New  Hampshire 

1863 

29 

Ills 

Maine  ..»«•..••■«•. 

1858 

29 

Mamaehnaetia*. 

1863 

29 

1003 

Wibnington ...... 

1863 

29 

HISTOEY  OF  AMEEICAN  SHIPPIHf,  147 

The  iron  ships  of  our  yards  are  not  only  models  for  Commercial 
and  Naval  service,  but  have  proved  themselves  monarchs  of  the 
sea.   (See  also  page  54.) 

A  very  large  amonnt  of  smaller  tonnage  might  be  added  to 
this  exhibit,  but  the  above  ships  were  taken  as  a  reasonable  basis 
to  ascertain  the  "  ratio  of  life  in  sea  service,"  in  the  diagram  pre- 
pared in  the  argument  of  the  writer  before  the  Tariff  Commis- 
sion.  (See  page  1696  of  the  Evidence  thereof.}' 

Let  this  record  be  written  in  golden  letters  before  Shipping 
Investigating  Committees ;  before  those  agents  of  foreign  ship- 
builders who  are  supported  to  hang  around  Congress  and  advo- 
cate "Free  Ships"  to  the  injury  of  American  labor  and  American 
honor;  before  those— statesmen,  individnals,  and  jonrmdists— 
who  are  deceived  by  the  woirs  cry  that  Americans  cannot  build 


'*Free  Ships"  would  rob  the  land-owner  of  the  home  market 
for  his  products,  and  the  working  man  of  his  labor — it  is  a  cun- 
ning device  of  foreign  interests  to  buy  the  birthright  of  American 
Industry. 

(See  also  division  of  argument  under  ^<  Bootj.") 


*  A  recent  issue  of  the  Nautical  Gazette,  of  New  York,  presents  a  very  forcible 
contrast  to  this  reebrd : 

"When' an  American  steamship  is  worn  out  and  unfit  for  service,  she  is  towed  to  some  out-of- 
Ki!:,^^^'Pl*°^*°*^  ^f^i''**^®?  ^^l^er  hull  is  sound,  she  maybe  converted  into  a  ooal 

Darge.  The  Nautical  Magazine,  of  London,  not  long  ago  said:  'And  strange  as  it  may  seem  a 
ship  going  through  the  process  of  breaking  up  in  a  ship-breaker's  yard,  is  a  sight  tha^t  rn^hi 
indulged  in  after  a  lapse  of  some  twenty  years.'  There  is  nothing  *  strange '  in  this,  for  the 

m«n5  K  ""^fi^"*^!:  P*yf  ^^l  have^less  trouble  and  get  morl 

V"®  marine  underwriters.   It  is  many  a  long  year  since  we  heard  of 
p.5n?!5„*^*P  broken  up.'  That  would  not  pay.   Now  that  there  is  no  prospects  of 

British  owners  selling  their  pot-metal  coffins  to  the  Yankees  under  a  free-ship  law,  the  ^anoM 
are  «e  u»der.n««-.  „Ui  6.  oMigd  to^  a  lot  o/,^UU«,  tr«*  caUei 

And  a^ain : 

^"9^**16  284  steamships  lost  in  1882  we  have  records  of  222  of  them  which  were  built  in 
British  shipyards,  and  we  have  analyzed  the  list  with  a  view  of  aseSntog  tLTroportion  S 
losses  to  each  shipbuilding  port,  and  the  following  is  the  result :  proportion  or 

HundOTland,  88  lost,  or  an  average  of  one  in  about  every  nine  days. 
•Glasgow,  32  lost,  or  an  average  of  one  every  ten  days. 
•'Newcastle,  28  lost,  or  an  average  of  one  every  thirteen  days. 
Hnli,  10  loeti  a  laxge  iwieentaie.  oonsiiering  the  small  nomber  she  ImiliB." 


Emi^^ikdaMm  of  Bwrims  ifwwi  the  Ammem  Ship. 

(Oikkl  fetoras  of  tlie  Gwninissioiier  of  Customs.) 
HOME  FEES  EXACTED  FROM  AMERICAN  SHIPS  ONLY. 


Admeasurement  charges  under  sectlJIJiipiPP^               0)    ^^I' 5^  m 

Sarveyors'  fees  under  >>ection  4186  Revised  StfttuteB  .........,.•..........«.-....••••«»«...«••  m 

Eceoi^iQg.  *««  f««s  under  sections  4102  and  4196  Revised  Statutes.. o^wo  zo 

u»«i*^a||pmoii^n«  sections  2174,  4573,  and  4-)88  Revised  Statutes  -...,.«».  Ijm  m 

WmBim  m^m&. clearanc©  fees  under  section  2654  Revised  SUtutas :      .  „ 

Entry  ••*#<-»aif"-«»«»*«~«   'ix^^  ^ 

Ctestwise  entry  and  cleamnce  fees  under  wmmm  «8t  Bevlaed  SUtutea : 

CleiWiioe'  ...*..,,,«-™,.*-..«.....«-..-...^«..«~"""««'-"-»»-«»*^'»«^           '         "  71,406  79 

Enrollment  and  license  fees  under  section  48S1  Bevised  Statutes...   22,ii7  85 

Registry  and  indorsement  fees  under  sections  4185  and  2664  Revised  Statutes  6,^9  »| 

Miscellaneous  fees  under  sections  2654  and 4381  Revised  St«||||«i  .........^  "...»•  H0#4f  m 

Tonnage  tax  under  section  4219  Revised  Statutes  t  (2) 

Sailing  venBek-^.-   <^»wb  bo 

Steam  vijitSllttiiiiUi  —  ~.  001,001  <w 

BhippiftK  commissioners'  fees  under  section  4612  Revised  Sf at  11  tos   ^^f.'?}^  «? 

Hwine  hospital  dues  under  sections  4585  and       Revised  ^^^^si^^':   '  ' 

atenmlmal  inspection  fees  and  charges  nnder  seetion  44B8  ItoTtted  Slatittes : 

Inspection  of  steam  vessels  ..,,............«...««..»..««..•..««««.••••••••■•••••»•••"••  fi 

lileenses  to  masters,  mates,  pilots,  and  engineers...  ^....»......~«......«..«  *wiy»>  w 


Total     ..11.441,687  60 

CONSUL.\R  FEES  EXACTED  IN  FOREIGN  PORTS.  (3) 
Medical  examinations  of  passengers  and  crews  of  vessels  destined  for  United  States, 

act-of  Juno  '2, 18TO-........  ;  •  t:vi"l""-V*7-K' 

Fens  exacted  under  section  1746  Revised  Statutes,  m  accordance  wUh  taiitf  estaD- 

Ished  by  President,  see  Consular  Regulations,  pp.  165-m : 

Crews  discharged     -« ......... 

Crews  shipped   ..„,„......,....    w 

Aothenticating  copies  of  notes  of  marin©  protests  <^  w 

Bxtended  marine  protests.. — ..............................  ..."   » 

SurveyS'Of  vessels,  ...... .........   r?^ 

'Letters,.*.-..-..............  ..........-..-..-•...•»•.."..•••••.•-— .••~.«"""*"*."**  ».•"••••"••••..•■••  ....^        •'i'  ^ 

Inventories  -......-^ww*.*!***.". .»»•••«>«••         «J  ^jj 

Ad  V  e  r t  i  sem  ents  •  "».«•  »••••.  .—..•..«••        ^  w 

Accounts  of  sales  and  other  documents  ^  ^ 

Authenticating  signatures  to  reports  of  surveys   w 

JBstimate?  of  repair8....«i~-......w.«««....~..-»~«."."*.*  ...••••^  "••  yy 

Accounts  of  sales.. ... ...... ...... ...  «  x.-, 

Other  documents  ........,..».^.............««........*.....-»..."—"....—"~.."..«"" 

Certificates;         ,  ^.    .      ^,  ^  a. 027 

■Cfcew  lists  and  shipping  articles  ,«.«,.............«~«..-«««.«....*-.»«»*~«..*."*»«<«^«  J* XmA  7= 

Desertions  ........•....•....•.••.•.•.•.«....~-....».*.«.»~»......."*"...»*.*  '  1^ 

Deaths  .,,„.............«.   ^  w 

Protected  American  seamen,....-...  «.^.^...«.  ■— .-   *»  *» 

Ownerships  ,-,-„».••..........-.»••••"  .......•.*...«.•»•   oo* 

Advertisements  on  bottomry  .,.......■....,.......«..«.«.«..••*...*.•«»."  «••...•  ^ 

0ale  of  vessel,  cargo,  &€....-...«..••••.-«•••  ^••••••^'"•••."••"-••••••••^••••••^"••^  ••••••  ii? 

Deviation  ft"om  voyape  ....««.„...«••••«■•. ......-.^.■-•••••••••«.»-.»..«;».*"«^*"— •••••••  '^^  r^. 

Canceling  ships'  regi.Hter8.....~f.  ••.;»....••••••«««...•*•«— 

Appointing  master.    ^ 

Consul's  decision  and  award  on  conduct  off  crew,  Ac—   g«  JVj 

Tonnnge  dues   . — ~-«..  •  *   m 

Moting  marine  protest   ^ 

Extending  marine  protest                                  •""••".••••••••-^»»""   ram  S 

isaciiiic  warrantw  off  surveys........  -,....,....•.•«»..........«.— ~— ."*—•.•..«••••••"•••■••"— •  ]i? 

Recording  documents ...........,..-...-..—.«-.-.......  — 

Filing  documents  «... .......  o»u  y» 

Letters  to  authorities  -«.„.,....  ,„.,„.,..-.~.....««....... J,'7^i 

genii  and  signatures  to  various  papers  (jurats)    m 

Oidera  to  send  or  release  men  from  prison   ^ 

Acknowledgments  to  various  papers.....  "   XlS 

Peclarations  and  oaths  of  masters.-......™... — rsx™"rrFi«ao  wi^^^ZIk^^  Sf 

Extra  wages  of  seamen,  woelved  under  secMunt  miK  iStl.  m  4S82  Be^ised  Btetotes  1  -  >  &7 


Total  In  foreign  ports  .....,,•...-..«««...........-........  ^•...»...."..«-.»-««.-.«...«".~.."  1^ 

'TMnl  In  porta  In  the'  United  Stales  .,«.„.,„„....«».........«..•.•»«»•••«•-.-•  «—#....«.  itftijOor  w 


(1)  For  revisiMl  Admeasurement  Law  see  heading  Foreign  Policies 

}»  This  amount  represents  the  American  alilp^  part  of  Tonnage  given,  page  67. 

|i|  See  **€on8iilair  Fees,"  page  74. 

Mm  li  a  twtclicroiis  tax  of  onMUid-a^Wf  millions  on  American  Shipping.  Shame 
Ml,  'liim  wImi  innclioiiily  cries :  '*  'Siil»t#  for  sUps  taxes^  $m  i>eo|>le  t"   (See  Bounty. ) 


ie  Grand  Orphan  Asylui  for  Tramp  Orphan  Ships 

NEW  YORK  HARBOR  AND  BULKHEAD 

SOLD  OUT!  TO  FOREIGN  AGENTS! 

Uncle  Sam  pays  foreign  Ships,  but  liolds  back  his  Ships  to  watt  his  pleasare — for  m 
See  Revised  Statutes,  Sees.  3976,  3987, 4009, 4205,  and  4204. 


AND  SUBSmiVIXSNCY  TO  FORKI6N  SHIPS  I 

American  Mail  Routes  on  the  High  Seas 

are  as  necessary  as  Land  Routes,  and  for  the  education  of  seamen  and  defence  in  war 
as  are  our  Public  Schools,  even  though  appropriation  therefor  may  be  called 

B  O  U  BT  T  Y  I  (149) 


« 


SACRED 

MEMORY  OF  THE  DEPARTED  GLORY 

dt  IBS 

GREATEST  SHIPYARD  OF  THE  WORLD, 

MANHATTAN  ISLAND. 


lKriA¥S»  BY  THE  CONSPIRACY  OF  PROFESMD  FEIlNDSHIi' 
SOU)  OUT  IN  BULKHEAD  TO  FOllION  CAPITA!., 

Together  witli  tlie  Gmves  and  Monuinenls  of  the  following 
Iiniiiortal  Heroes  of  American  Shipping  Fame : 

'CHARLGS  SBOWNS* 
WilBf  BCKFORD.  OHBISTOPHER  BERG. 

FICKET  &  TH0M8. 
THORN  k  WILMAMR  BBOWN  k  BEI4L. 

MEHRT  STBEBS. 

JAMES  R.  STEERS.  OEORGE  STEERa  HENRY  STBEBS. 

ADAM  BROWN.  NOAH  BROWN. 

THOMAS  COLLYER. 

W181BBVBI-T  k  COIWOLW.   BISHOP  k  SIMONSON.      SNEDEN  k  LAWRENCE. 

SMITH  k  BIMON. 

mm  BNGim  sbbsbbt  lawbbnoe.  s wbbh  sxim 

ISAAC  WBBB. 


THE   UNITED  STATES, 

THE  LAITD  FOR  TBB  LABOREIi,  THE  HOME  Qt  THS  LABOR. 


(160) 


BOUNTY 


.  By  the  term  "  bounty  "  it  is  here  intended  to  imply  that  which 
is  generally  understood  and  accepted  as  "  subsidy"  by  some  who, 
from  affected  delicacy  in  expression  or  willful  perversion  of  the 
truth,  slyly  term  "Brfflsli  Postages  for  Colonial  service," 
meaning  in  their  shameful  misrepresentation,  "  subsidy  to  British 
ships  carrying  the  trade  of  the  United  States,  China,  Japan,  and 
other  subservient  nations,  commercially,"  a  maritime  monopoly 
of  British  statesmen  in  their  far-sighted,  liberal,  and  home  policy. 

It  is  not  intended  nor  de8i|||in  this  argument  to  hide  behind 
the  cowardly  pretext  of  calling  tliis  great  subject  by  a  sweeter  or 
more  euphonious  term,  in  imitation  of  the  British-American  loby- 
ists  who  make  their  own  terms  obnoxious— for  both  the  terms, 
«  subsidy  "  and  "  bounty  "  are  purely  of  British  coining  and  Par- 
limentary  application  to  "  grants  "  from  the  British  Exchequer— 
although  applied  in  derision  to  the  encouraging  of  American 
Industry  by  the  free-ship  agents  who  have  been  advancing  the 
interest  of  "  the  Ships  o'  Clyde,"  and  confounding  American 
4Btatesmen  with  their  pernicious  theories  until  they  have  made 
our  statutes  a  most  kaleidioscopic  mass  of  prejudicial  laws 
against  our  own  shipping,  as  shown  in  preceding  pages,  that  any 
semi-barbarous  people  would  be  ashamed  of  and  expunge. 

The  American  people  are — at  least  we  assume  from  our  nat- 
ural pride  that  we  are — an  elegant  and  refined  people,  of  delicate 
tastes  and  sensitive  recognition  of  mellifluous  sound,  but  we  as- 
sume also  to  have  the  sense  to  understand  that  the  man  who 
is  mean  enough  to  shirk  his  personal  or  national  duty  because 
that  duty  is  derided  Or  termed  "  obnoxious  subsidy  "  by  a  smart 
rival  or  agent,  is  mean  enough  to  cowardly  neglect  his  home  and 
national  interests,  industry,  and  honor.  Call  it  mail  pay,  call  it 
subvention,  call  it  by  any  name  to  suit  the  artful  or  the  honest, 
the  British  ship-owner. 

The  term  Bounty  is  here  used,  preferring  to  set  aaide  the  inter- 
ested motives  of  the  foreign  agent  in  crying  "subsidy,"  and  the 
fastidiousness  of  the  timid  in  chiming  in  the  false  cry  of  "  taxa- 
tion." 

Although  Bounty  is  properly  sums  of  money  paid  as  a  "  grant  '* 

(161) 


HISTORY  Of  AMSEIOAN  SHlPFIlia 


or  "  in  aid  of"  any  purpose ;  as  we  propose  here  to  accept  the 
term,  in  continaons  acceptation  for  payment  of  ocean  mail  carry- 
ing, on  the  same  condilions  tliat  pujmgiii  ig  ^gif^  ^  fiaiiroads,. 
FoBtmasters,  and  Congressmen  for  services  honestly  rendered 
onr  country.  In  examining  the  exact  condition  of  this  element 
of  shipping,  we  must  consider 

Sacpenses, 
Earnings, 
Dtvidendfl,  and 
Tribute. 

To  look  into  the  actual  expenses  of  Shipping  let  us  take  as  a 
basis  the  three  largest  corporations  of  Great  Britain,  conceding 
that  their  supplies  and  general  management  in  expenses  are  kept 
down  in  comparison  with  the  small  rate  of  interest,  viz :  3/^  per 
cent,  average'  per  annum. 

Micpmses  of  the  Principal  British  Steamship  Companies  ^  Compared^ 


CuBifiiiijf. 

Crews,  Pro- 

Repairs. 

Insuranoe. 

Other. 

TotiiL 

JlrlfitA— Peninsular  &  Orientals 
Pacific  Steam  Havig*- 

•i»lll.O0O 
2,6M,000 

731,000 

4sym 

•1,710^000 

1,145,000 

iiMiOQII 

|S,S3t,0OO 

1,501,000 

|0,332,00» 

6,022,0001 

"1 

Here  will  be  seen  an  expenditure  of  nearly  $20,000,000  yearly 
by  these  steamship  companies  for  labor,  supplies,  and  insurance 
in  England,  for  the  benefit  of  British  trade  and  development  of 
British  products. 

In  looking  at  the  other  side  of  the  balance  sheet,  we  ind  the 
meret  and  source  from  whence^  the  meanS'  flow. 


Mmm^  ofmmm  Brm^fHil  British  8iemmk^  Ompmms  QmparmL 

■  ■'O  'CJ'  Vw/  • 


Compttny. 

fitaacmgtrs. 

Frelglit 

Bounty. 

Otiier. 

Total. 

JWmi*— Peninsular  &  Oriental.. 
Pacifie  Steam  Nftriga- 

SiWMlOO 

4,087,000 

1,070^000 

115,000 

^000 

iiMoo 

9,000 

1l,fiOT,00» 
8»6l0,00O 

*  Oitcial  figures  of  Mr.  Oiffen,  Chief  of  Statistical  Departmeati  Great  Britain. 


HisToinr  OF  AMxmiGAii  ssitma 


15$ 


This  k  a  most  remarkable  exhiMl  of  defieieiicy  to  meet  ex- 
penses, less  the  bounty  or  subsidy  paid  by  special  grant"  from 
the  British  Exchequer,  but  its  importance  requires  a  special  tabu- 
lation to  exhibit  the  deduction  properly. 

Recapitulation  of  ike  eonditiom  by  the  same  British  Shipping  Com- 

panics  for  1880 : 


Oompany. 

Sxpenses. 

Earnings. 

Net 
Eamingf. 

British — Peninsula  and  Oriental  

Pacific  Steam  

Koyal  Mail—   

$9,132,000 
6,022,000 
3,545,000 

$10,347,000 
6,500,000 
8,640,000 

$1,215,000 
484,000 
(I)  5,000 

(l)  Loss. 

Here  is  seen  the  margin  of  profit — plus  the  subsidy  from  Gov- 
ernment, which  is  the  only  means  of  deriving  a  profit. 

It  appears  that  the  Royal  Mail  fully  exhausts  its  earnings^ 
and  yet  that  compiiy  declares  a  handsome  dividend.  The  secret 
of  this  remarkable  result  is  found  in  the  following  general  pro- 
vision in  British  Steamship  contracts,  viz.,  that: 

"  Whenever  the  annual  income  of  the  company  from  all  sources  does  not  admit 
of  the  payment  of  a  dividend  of  8  per  cent,  on  the  capital  employed,  the  subsidy 
shall  be  increased  by  so  much — subject  to  a  limit  of  £100,000  (§500,000) — as  is 
required  to  make  up  such  a  dividend;  and,  on  the  other,  that  whenever  the  in- 
come is  sufficient  to  ullow  a  dividend  exceeding  8  per  cent,  to  be  declared  the 
company  shall  pay  to  the  Postmaster  General  one-fourth  of  the  excess." 

Thus  in  return  of  Dividend  we  find  the  following: 
Evidence  of  "  Short  Earnings^'  being  made  "  Long  JDiddendsJ 


Company. 


British. 

Peninsular  and  Oriental. 

Royal  Mail  — — 

Pacific  Steam  


'3 

•doo 

a 


$725,000 
225,000 
500,000 


•mm 

9  • 

a 
o 


$2,415,000 
490,000 
116,000 


o  3 
o 


335 
220 


Cm 


•  • 

«  2 

O  o 

3  « 

®  ffi 

c  — 

S  ID'S 

<  m 


$1,690,000 
265,000 
Ko  opposi- 
Uon,  a  mo- 
nopoly. 


IM  SI8T0BT  Of  AMIBIOAH  SHIPPI1I0. 

In  this  exhibit  the  fact  is  evident  that  there  is  far  more  than 
the  mle  0f  payment  for  mml  carrying"  in  the  Bounty  really  paid 
hy  the  experleii«iig|^^  uf  Great  Britain.  It  is  for  the 
deTelopinent  of  trade,  for  the  pft>fit  of  the  British  people  that 
these  smiis— -and  more,  yearly — are  paid  out  in  snhsidy. 

The  irsl  law  of  the  United  States  aathorizing  the  payment  of 
Ocean  mail  postage  nnder  President  Jackson,  was  the  following 
Act  of  €ongres8|  July  2d,  1SB6. 

Iw^WNIMlM^fiNM^  That  the  PostnuMter  Oenoral  shall  suhinit  to  Cbn- 
■lieciit  mimuittd'ii  tiMmms  of  money  expected  to  he  rtqitlred  for  the  service  of 
the  DepiiHijUll,  m  the  si|H|^^  *  via:  oempeiMaUon  of  post- 

mafteft,  traaiyMtatiott  of  mails,  8At|w,  steamers,  and  wij  letters."  *  * 

The  first  effort  made  in  the  United  States  to  pay  a  Bounty  to 
Mail  Steamers,  was  in  a  message  of  President  Tyler's,  June  24, 
1842,  forwarding  to  Congrisa  official  correspondence  between  the 
^mtUmf  ^^itm^^^^  Webster,  and  the  French  Minister, 
urging  the  iiiipiiiiice  of  "  establishing  a  line  of  steamers,  be- 
tween Havre  and  New  York,  and  according  to  a  liberal  system,  the 
questions  of  either  course  to  be  arranged  in  common." 

Daniel  Webster  heartily  recommended  it;  Postmaster  General 
Wickliffe,  in  his  report  Deoember,  1842,  not  only  endorsed  it,  but 
says  * 

"The  Committee  on  Foreign  Relations  made  a  favorable  report, 
and  the  House  adopted  the  following  resolution  : 

**  That  the  President  be  requested  to  cause  to  be  prepared  and 
report  to  this  House,  by  the  Secretaries  of  State  and  of  the  Navy, 
at  the  commencement  of  the  next  session  of  Congress  a  plan  for 
the  establishment,  and  in  concert  with  the  Government  of  France, 
a  line  of  weekly  steamers  between  the  ports  of  Havre  and  New 
York,  together  with  the  estimates  of  the  expense  which  may  be 
required  to  carry  the  said  plan  into  effect." 

The  outgrowth  of  these  steps  was  the  Act  of  March  3, 1845, 
authoriiing  that  contracts  be  made  for  the  building  of  Mail 
Steiamshipe  upon  proposals  to  lil^     for,  ^as  follows: 

"Be  it  enacted  J  ^c,  That  the  Postmaster  General  of  the  United  States,  be  and 
is  hereby  authorized  under  the  restrictions  and  provisions  of  the  existing  laws  to 
contract  for  the  transportation  of  the  U.  S.  Mail  between  porta  of  the  United 
States  and  a  port  or  ports  of  any  foreign  power,  whenever  in  his  opinion  the  public 
interest  will  thereby  be  promoted,  &e. 

"And  be  itfuriher  enacted^  That  all  such  contracts  shall  be  made  with  citizens 
of  the  United  States,  mnct  the  mail  to  he  transported  in  American  yetsels  by  Amer- 
ietn  eitisent." 


HISTORY  OF  AMERICAN  SHIPPING. 


This  wise  move  was  not  carried  without  fierce  opposition  from 
foreign  emissaries  endeavoring,  as  now,  to  interpolate  neutraliz- 
ing terms  or  paragraphs  in  the  drafts  of  and  bills  presented  to 
Congress. 

But  fortunately  a  wise  and  earnest  (Southern)  man  was  chair- 
man of  the  Committee  of  Naval  Affairs,  Hon.  Thomas  Butler 
King,  of  Georgia,  a  noble  predecessor  of  those  who  now  represent 
that  great  State.^ 

This  act  was  followed  by  a  further  act  of  March,  1847,  upon 
which  Ocean  Mail  contracts  were  made,  as  fully  described  by 
President  Polk  on  pages  23-27. 

The  following  is  a  digest  of  the  several  laws  made  and  unmade 
in  behalf  of  Bounty  for  Ocean  Mail  Carrying,  with  a  vacilla- 
tion and  trifling  on  the  part  of  Congress,  unworthy  of  states- 
men, and  in  marked  contrast,  as  will  be  seen,  from  the  steady, 
wise,  economic,  and  patriotic  couxse  of  statesmen  in  England : 

Act  July  2,  1836  Provision    President  Jackson.  ^^^^ 

«*  March  8,  1845           Provision   •*  Polk. 

u         u     1847  Oontract   "  ♦* 

»*  July  10,  1848  Ppovbion  under  Sec.  of  Wavy,  &c.  "  «* 

"  March  8, 1861  JWMlilliiioaa    under  Postmaster 

.Oeneral  (regulaUng  service)—  *«  Fillmore. 

July  21, 1862  Increased  servioe,  bat  limitatioQ.  "  <* 

**       "      6,1864....  BestrictioDs   "  Pierce. 

•*  March  8, 1856  Beduction.  .  ««  « 

June  14,  1858  — . —  Abrogation  of  lO-year  clause   "  Buchanan. 

"  October  1,  1859          Notice  of  complete  abrogation  "  «< 

**  June  16, 1860  "  Privilege  "  for  postage  to  Amer- 
ican Ships   "  ** 

*'   February  19,  1861 «.  Temporary   «  ** 

"  May  28,  1864_.,  Brazil  Contract   "  Lincoln. 

*'  February  17,  1865 China  Contract   «<  « 

"        "      18,  1867 —  Provisions  of  service  ...  "  Johnson. 

*•  March  2,  1867  Provisions  of  service   **  " 

*«  June  1,  1872   Contract  increased  to  China   «  Grant. 

1873  Abrogation  complete,  by  Congress  "  " 

Ul^f  Ihe80  stnral  acts  of  Oongress  the  fc^owing  yearly 
payments  were  mad0,^i||||^  here  presented  in  comparison  with 
amounts  paid  yearly  by  Great  Britain  in  more  steady  and 
bountiful  support : 

^  It  should  be  noted  particularly  here  that  flrom  1851  to  1855,  when  the  strug- 
gle was  again  contested,  in  the  endeavor  to  abrogate  these  contracts,  that  the 
leader  in  advancing  this  great  political  sagacity  was  also  a  Southern  man,  and  from 
an  ai^rioaltnral  district;  the  Hon.  Mr.  Busk,  of  Texas. 


156 


JilBlllJtX  vW  AMMrnxvAa  oMlrFllivt 


MxMldi  0f**Momiies"  or  ^^SubmHes"  paid  by  the  UnUed  Siaiea  and 
Qrmt  Mrikm^  comparatively,  1848-188^, 
(From  Official  Beturna.) 


Ttfifft. 


1S61 ....... 

1SS2.  

1868  

im  

1865  

1866  

im  

'im  

I860  

1861  

1862  

1868  

1864 

1866  

1867 IL. 


1868  .a  «Ma  I 

1869  

1870  

i871  

1872  


1874  

1875  


Total  amount 
paid  by  the 
tJ.  8 J 


1100,500 
286,086 
619,924 
1,466,818 
1,655,241 
1,880,273 
1,903,286 
1,936,715 
1,886,760 
1,589,153 
1,211,061 
1,204,569 
854,829 
806,885 
874,618 
416,075 
440,440 
476,428 
718,928 
867,203 
1,016,146 
1,101,689 
1,115,833 
975,025 
1,026,891 
1,044,157 
988,393 
976,644 
768,610 
448,896 
199,979 
200,028 
199,809 
240,067 
280,600 


$81,204,463 


Am't  paid  ves- 
telssa'iliDgun. 
der  American 


$100,600 
235,086 
619,924 
1,466,818 
1,655,-241 
1,880,273 
1,903,286 
1,936,715 
1,886,766 
1,689,153 
1,177,303 
1,079,220 
707,244 
570,952 
80,G87 
79,398 
64,866 
66,571 
245,604 
411,065 
626,289 
767,963 
791,888 
799,662 
805,788 
816,400 
760,295 
740,361 
680,062 
286,834 
40,152 
41,251 
88,779 
42,563 
40,645 


$24,911,684 


American  Bounty  to  Britiili  Ships 


Bounty  or  sub- 
sidy paid  to 
foreign  flag 
by  the  0.  sy 


$33,758 
125,349 
147,086 
235,933 
293,931 
386,677 
876,084 
408,857 
468,324 
466,138 
890,907 
343,726 
323,945 
175,463 
221,008 
225,757 
238,098 
236,283 
178,648 
162,062 
159,827 
158,775 
161,080 
197,514 
289,866 


$6,293,929 


Bounty  or  sub- 
sidy paid  Bri- 
tish ships  by 
Britieh(3lo¥'t.* 


$3,250,000 
3,180,000 
5,313,985 
5,330,000 
5,510,635 
5,805,400 
5,950,958 
5,741,688 
5,713,860 
5,133,485 
4,679,415 
4,740,190 
4,849,760 
4,703.285 
4,105,353 
4,188,275 
4,503,050 
8,981,995 
4,227,(n8 
4,079,966 
4,047,68S 
5,481,690 
6,107,761 
6,070,741 
5,693,600 
5,665,296 
6,697,346 
4,860,000 
4,420,261 
3,674,580 
3,964,990 
3,768,230 
3,873,130 
8,601,860 
8,688,886 


163,653,350 


Total  British  Bounty  since  1848   169,947,285 

Total  American  Bounty  ^  24.911,534 

Britiah  Subiidy  in  excess  of  American  since  1848   UlSyOSSfTftl 

mmimM  for  in  **  British  Estimates,"  (p.  677,)  for  188j>, 
$8,662,670. 


*  From  special  official  report  by  United  States  Postmaster  General. 
■  Deductions  from  official  figures,  (United  States  Mail  Pay.) 

*  From  Parliamentary  papers  and  "  Finance  Accounts  "  of  Great  Britain,  not 
mclttding  Mail  Pa^  or    Postage  rates  "  to  other  lines. 


THE  DECLINE 

OF 

American  Shipping. 

U.  S.  MAIL  STEAMSHIPS  REDUCED  TO  FREIGHT  PACKETS 

BY  TBB 


Ambeican  Stkamship  Co.,  Philadblphia  amd  IiIVBRpooi.. 
BUILT  BY  WM.  CRAMP'S  SONS. 

In  1872  this  line  was  established,  with  a  large  outlay  of  capital.  There  was  no 
complaint  about  the  cost  of  an  Amefican^hlult  ship.  (The  owners  preferred  to 
build  at  home.)  Nor  has  the  expense  been  as  great  as  would  have  been  In 
repairs  to  a  tramp  ship—to  be  had  cheap  at  the  outset.  It  was  found  impossible, 
however,  to  ran  in  competition  with  wbddued  BriUah  Uaut  as  "  fiwi  mailateani- 
ships,"  necessitating  the  many  extra  and  peeullar  items  of  expense;  and  henoe 
their  abandonment  for  such  service  by  the  clearing  away  <rf  cabins  and  their  reduc* 
tion  t<>  <*  fireighters." 


(167) 


miSTOEY  OF  AMBRICAir  gllPPINa. 


BOUFTY 

FM  by  iim  Unikd  aolet  JPbst  Qfice  Bqmtimmt  to  Mre^  J^mMps^ 

1 8  8  Q . 

(From  official  Keport,  page  622.) 

Europe. 

21  2^  £"nard  Line  .   $84,214  14 

fli  By  Hamburg  Line  .--..,„,,.,,,, ,   .......^  24  809  02 

fl)  By  Liverpool  and  ereai  Weitern  Line  ZZ-  68,210  48 

(1)  By  Ifortli  German  Lloyd  Line   87,796  20 

(})  By          S**!-  I'in*   89,097  06 

(}|  Jy  ^«^»jJi||fc|||^   28,043  53 

{;)  Jy  AiicliO#«pW   5  023  26 

J!I  2^  IIP'   408  77 

(S)  By  ^Amenean  Line   8^288 1« 

■■■■  'iiiSOiSftS  61 

miifi-yAOiMCi. 

m  By  I*aisiio  Mail  Line  .   |1  468  90 

(1)  By  Occidental  and  Oriental  Line   8,114  21 

(2)  Other   ,   48  01 

M.tr^.   12 

92  flJ^"^^^   f ".301  84 

fX)  ytber  — _  _  — ^  ,  92 

"  llfdtl  26' 

lfIB€BI.I.AirB0tT8. 

(4)  Hortii  and  Soutli  America  .   80,141  26 

ftotal  United:  Statei^  Poel  Oiloe'  SMp  payment!  ,     fi7f,614  26 

To  I'oreif  n  Shlpi   |286,868  76 

tbAmeriesii'Sllpi  .   40^646  .60' 


BOFKTY 

F^iprpati  jfmra)  to  Bailroada  and  Biwr  BoaiSf  isompared  with  that  paid  to 


Union  Pacific  

Central  Pacific  ....^  

New  York  Central  and  Hudson  River   

Steamboats. 

llewport  and  Wickford,  R.  I  

mmw  Orleans  to  Franksville,  La ... —  

QalTttPlon  to  Libertyville,  Texas   

«  ..  "  .    ^Brashear,  Texas   

Portlaod  to  Sitka,  Alaska    

Stmmihipa. 

(5)  FiMiifio  Man,  latl.  (see  omM  igtires  alxive) 


Miles  per 
annum. 


761,296 
640,840 

7,488 
19,344 
19344 

68,500 
32,040 

8fl,llW 


AmomitlMid. 


|SS1,<100 
260,000 

6,000 

10,000 
7,360 
60,000 
34,800 


Rate 
per  mile. 


M 

•IS 

.80 

M 
M 

MM 


jl!  Mr«fc!2fwi.e  AglriSS'"*"  ^'"^  ^^""""^'y  half  "-now  Porlgn. 

fifiKS^  per  kilog»mme(»»a8oa)-il.fla 


HISTOEI  OF  AMBRIOAM  BHIPPING. 


15^ 


Bat  for  the  purpose  of 'making  a  perfect  comparison  of  tbe 
Bounty  Conditions  of  the  Shipping  interests  of  the  two  coun- 

ries,  we  must  also  trace  the  full  Bounty  record  of  Great  Britain. 

We  have  seen  the  evidence  of  Thomas  Jefferson  to  this  fact 
on  page  18,  but  particulars  thereof  will  be  found  fully  detailed  in 
Parliamentary  papers  as  far  back  as  1770.  .  »4 

Beginning  with  the  Report  of  Commission  of  Revenue  Inquiry 
of  1800,  the  following  evidence  will  be  found : 

"The  attention  of  the  commissioners  of  '  fees  and  gratuities'  in  the  year  1788 
was  drawn  to  the  expenditure,  which  had  heen  increased  in  the  packet  service 
during  several  years  preceding  their  inquiry,  and  expenditure,  according  to  their 
expression,  'so  enormous  as  almost  to  surpass  credibility,'  the  sum  of  $5,200,000| 
giving  an  annual  expenditure  (in  a  period  of  17  years)  of  $305,000." 

Here  is  official  British  inveetigation  and  evidence  of  sMpping  sulwidy  by  Bng- 
land,  as  follows : 

1770  to  17SS   |6>200,000 

This  continued  until  next  examination  by  Committee  of  Finance, 
1797,  which  shows  that  instead  of  being  stopped  it  was  increased, 

averaging  up  to  1810  $392,200  yearly,  or  in  all,  1788  to  1810    8,628,200 

This  committee  (18 10)  also  increased  the  subsidy  to  $525,000  per  year, 

and  continued  increasing  until  1816,  making  total  of  •   4,725,000 

After  which  it  fell  off  for  3  j'ears,  1817-1820  to   1,655,000 

The  spirit  of  subsidy  again  rose  from  1821  to  1830,  and  paid   5,855,000 

Making  in  the  first  60  years  a  payment  of  _  |25,068,000 

It  was  at  this  time  (1830)  that  the  British  commissioner  of  revenue 
made  an  especial  investigation  "for  the  purpose  of  inquiring  into 
collection  and  management  of  the  public  revenue,"  and  then  began 
the  heavy  subsidizing  of  steaoMihips  to  owr  $500,000  per  annum, 

as  follows,  viz:  1830  to  1837   '   —  6,000,000 

From  General  Post  Office,  1837  to  1848   25,000,000 

From  Mercantile  Marine  Fund,  1823  to  1847  :  ^   37,600,000 

British  subsidv  paid  from  1770  to  1847    $93,563,000 

British  eubeidy  paid  from  1848  to  1882,  see  page  108  .  leSyGfiSyOOO 


Total  paid  since  1770   |257,81««( 

Hence  we  see  upon  official  authority  that  Great  Britain  pur^ 
sued  a  determined  policy  to  establish — and  has  for  over  a  century 
(and  sdll)  maintMned — a  commercial  and  shipping  sopremacy, 
as  wisely  dictated  by  Lord  Sheffield,  viz.,  **the  only  advantage 
of  the  American  and  the  West  Indies  Colonies  is  the  monopoly  of 
the  consumption  and  the  carriage  of  the  product." 

Thus  for  the  monopoly  of  the  Booty  there  has  been  paid 
Bounty ;  and  the  Bounty  has  been,  as  above  seen,  sumptuously 
expended  for  a  century,  but  with  wise  judgment  and  legislation. 

This  system  of  Bounty  and  monopoly,  and  deterlltinatiion  to 


IF 


mSTORT  Of  AMIMOAN  SHIPPIira 


make  American  Shipping  pay  Tribute  to  England,  is  shown  in 
the  following  official  report  of  Postmaster  General  Cave  Johnson, 
and  to  which  President  Polk  refers.   (See  page  24.) 

Sutract:  ilM  BectttilMr  l| 1847,  upon  the  official  mission 

of  Asst.  P.  M.  Hobhie,  to  England,  to  arrange  a  Postal  treaty : 

"On  his  arrival  al  Southampton,  on  the  15th  of  June,  1847,  Mr. 
Hobbie  met  a  hostile  movement  of  the  English  Government 
against  the  line  of  American  Mail  Steamers  in  a  rost  Office  order  is- 
sued the  9th  of  June,  by  the  direction  of  the  Lords  of  the  Treas- 
ury. This  order  subjected  all  letters  and  newspapers  conveyed 
by" the  (ship)  Washington  to  England  to  the  same  charge  of  pos- 
tage as  if  they  had  been  conveyed  in  the  British  Steamers  at  their 
own  expense.  The  mails  made  up  in  this  country  for  France  and 
left  at  Southampton,  to  be  forwarded  to  Havre,  were  subjected 
to  the  same  charge  and  all  were  required  to  be  sent  to  the  Lon- 
don Post  Office.  It  being  his  duty  to  proceed  directly  to  Ger- 
many, Mr.  Hobbie  made  a  full  communication  to  our  Minister  at 
London,  and  placed  the  matter  under  his  immediate  charge. 
Shortly  afterwards  he  repaired  from  Bremen  to  London  and 
tinited  with  Mr.  Bancroft^  in  efforts  to  effect  a  withdrawal  of  the 
order  of  the  19th  of  June,  and  the  adoption  of  a  reciprocal  postal 
arrangement  between  the  two  counties.  The  British  Govcrment 
presisting  in  their  order,  he  returned  to  the  continent  and  resumed 
the  prosecution  of  his  mail  arrangements  there. 

*'  The  obnoxious  order  of  the  IBritish  Post  Office  of  the  9th  of 
June  last  discriminating  against  the  American  Steamers  is  not 
the  only  advantage  which  the  British  Government  has  taken  of 
the  United  States  as  the  laws  of  the  two  countries  now  stand. 
It  is  understood  that  by  the  laws  of  Great  Britain,  letters  sent 
from  the  United  States  in  transient  vessels  to  Great  Britain  have 
a  postage  of  eight  pence  or  about  sixteen  cents  to  pay  for  delivery, 
termed  the  ship  postage;  whilst  letters  sent  from  England  to 
the  United  States  are  charged  only  six  cents  when  delivered  at 
the  office  in  which  they  are  deposited,  and  but  two  cents  when 
forwarded  in  the  United  States  mails,  in  addition  to  the  regular 
postage  of  the  United  States. 

Letters  mailed  in  the  United  States  for  France  and  sent  through 
England,  are  charged,  in  addition  to  the  sea  postage,  tenpence, 
equal  to  twenty  cents,  for  transportation  from  Southampton  to 
Havre,  whilst  upon  letters  from  Great  Britain  to  Canada,  passing 
from  Boston  to  St  Johns,  a  much  greater  distance,  the  United 
States  only  charge  five  cents,  one-quarter  of  the  amount  charged 
on  American  letters  passing  through  England. 

"In  England  the  inland  postage  is  much  lower  than  in  the 
United  States,  whilst  the  ship  and  transit  postage  on  foreign  let- 
ters is  much  greater.    The  sea  postage  between  the  two  countries 

>8ee  Mr.  Bancroll's  oileial  lotler,  ptget  l^T-ISO* 


MISfOBT  07  AUBEIOAN  SBIPPIMa.  Ml 

is  about  the  same  (twenty-four  cents)  a  rate  in  the  opinion  of  the 
undersigned  mncii  too  high  for  the  interest  and  convenience  of 
both  countries. 

"In  England  it  is  understood  that  the  foreign  postages  are  by 
law  under  Uie  oontrol  of  the  Lords  of  the  Treasury,  and  may  be 
•changed  as  circumstances  rendered  necessary.  A  similar  power 
«hould  be  given  to  the  Postmaster  jGkneral,  or  some  other  au- 
thority in  the  United  States,  so  as  to  secure,  if  practicable,  fair 
And  just  mail  arrangements  between  this  and  foreign  countries. 

To  Out  Fremdent.  "  Cavb  Johnson." 

A  caretul  research  through  the  State  papers  ot  the  several 
Executive  Departments  and  Congressional  classification,  and  into 
official  dispatches  of  foreign  relations,  will  trace  testimony  to  the 
unwavering,  monopolizing,  commercial  spirit  of  Great  Britain, 
much  to  be  admired  in  patriotic  action  and  wise  legislation. 

The  "  Tribute  we  pay  to  Great  Britain  (especially)  as  Shipping 
Bounty  to  her  Merchant  Marine  is  not  only  through  the  Post  Office 
Department,  nor,  indeed,  in  payments  exhibited  on  pages  114-116. 

There  is  nothing  so  little  understood,  or  rather  so  misunder- 
4sitood,  as  "  Balance  of  Trade,''  which  is  far  icom  having  a  superficial 
condition,  but  most  efiectively  marked  in  its  powerful  influence 
upon  prosperity  or  adversity. 

The  power  of  a  ship-owning  nation  is  shown  in  the  prosperity 
of  Great  Britain,  notwithstanding  her  superabundance  of  im- 
ports over  exports. 

The  practical  Imowledge  of  Mr.  GIffisn,  the  President  of  the 
British  Board  of  Trade ;  of  the  Statistical  Society  and  the  chief 
•of  Statistical  Departments  of  Great  Britain,  says,  in  his  most  val-  ^^^^^^^^^ 
uable  paper  before  the  Statistical  Society,  recently : 

"  How  much,  to  begin  with,  is  annually  due  to  us  a  ship-owning 
and  carrying  nation  ?  As  we  have  seen,  there  is  no  reason  why 
the  actual  excess  of  imports,  in  the  case  of  a  ship-owning  natioii|^f  :<  .^^b^ 
ahould  correspond  to  the  sum  it  earns  in  the  carrying  trade ;  the 
actual  excess  may  be  less  or  more  than  that  sum;  but  the  sum  is 
never^eless  an  item  in  the  account  just  as  much  as  the  so-called 
exports  on  the  one  side  or  the  imports  on  the  other." 

Here  is  the  key  that  touches  the  commercial  current  of  th«f^ 
world,  and  tells  exactly  the  mode  of  receiving  this  collosal  tribute, 
bnt  without  showing  the  vast  power  of  that  current  by  its  actual  ^^m^l 
working  and  results. 

The  Commercial  Letter  of  Secretary  Evarts,  page  44,  of  1878, 
and  page  IBl,  of  1879,  called  attention  to  this  vast  subject  as 

11  B 


t 


BlSfOmX  01  AMEBICAM  SBIFflllO. 


one  more  worthy  of  Congressional  investigation  than  any  otVier. 
Secretary  Frelioghnysen  repeats  the  appeal,  and  while  this  Com- 
miltee  is  investigating  this  great  Shipping  conditioQ  It  would  not 
be  labor  those  words  of  Mr.  Gitifen  and  then  study 

the  lacts  that  are  easily  learned  and  understood  by  Mr.  Giffen's 
clear  exposition  of  this  truth,  although  the  exhibit  thereof  will 
necessarily  be  startling. 

Secretary  Frelinghuyaeu  shows,  page  261  of  his  "  Letter  oa 
the  Oomnierce  olllll^        of  1880  and  1881,  the 

Imports  and  exports  of  the  United  Kingdom  for  ten  years. 


Impoi^ts. 

Exports. 

Balance  of  trade 
against  th» 
IJiiiled  Kins* 

HOIll. 

1812  

1874'ZIZIZZIZZZZZ 

18T9-  I—  

Total.——*— 

$1,716,717,000 
1,804,455,000 
1,798,603,000 
1,817,348,000 
1,82:1,858,000 
1,916,880,000 
1,792,237,000 
1  764,141,000 
1,998,577,000 
1,929,529,000 

$1,528,607,000 
1,511,484,000 
1,446,579,000 
1,368,633,000 
1,247,931,000 
1,225,402,000 
1,193,052,000 
1,209,090,000 
1,891,972,000 
1,448,821,000 

$188,020,000 

292,971,000 
352,024,000 
448,715,000 
575,922,000 
691,478,000 
599,185,000 
565,051,000 
606,605,000 
485,708,000 

$18,868,840,000 

$13,566,661,000 

$4,795,679,000 

Here  will  be  seen,  as  Mr.  Giffen  tells  you  a  tribute  paid  to  his 
eouutry  of  over  Ive  huodtsed  million  dollars  per  year,  and  in  ten 
yeare  of  nearly  jSiw  Hmmnd  mWm  dMxrs,  Ibr  earrylug  half  of  the 
eommerce  of  the  world  in  her  ships. 

No  wonder  English  statesmen  have  paid  the  (comparatively)  in- 
slgnificant  sum  of  two  hundred  million  dollars  in  100  years ! 

And  yet  American  Congressmen  stand  up  aud  pitifully  cry  about 
me  ^m^hmireih  part  of  Ihni  amount  because  they  say  It  is  taxing 
the  people." 

**  *Tis  pity!"  it  is  a  shame !  in  so  grand  a  work,  so  vast  a  ben- 
eit,  so  vital  a  necessity  to  the  full  developiDeiit  of  a  nation's  re- 
sources, prosperity,  and  stability,  that  such  narrow-mindedness  or 
worse  has  governed  and  misgoverned  our  country  for  the  last 
twenty-five  years.,, 

But  we  have  only  seen  the  hundred  of  thousands  of  mil- 
lions that  Mr.  Giffen  tells  us  his  country  has  made  in  shipping 
bounty  from  all  nations. 


HISTOEY  OF  AMSKIGAH  SHIPPINO.  Ii8 


Let  US  now  see  what  part  of  that  Tribute  we  have  paid  to 
Great  Britain. 


Years. 

Imports  from 
the  United 
States. 

Exports  to  the 
United  States. 

Balance  of  trade 
in  favor  of  the 
United  States. 

1872--.:  

1878  ^. 

1 875-zrrrzriiziizirrrii 

1876  

1877  

1878  

i88()Ziirrrz  iirrzirizi 

1881  

$264,674,000 
847.349.000 

357.063,000 
338,207,000 
367,361,000 
378,234,000 
488,250.000 
446,235,000 
520,414,000 
601,691,000 

$222,195,000 
178,356,000 

156,033,000 
121,796,000 
97,897,000 
96,536,000 
85,206,000 
124,022,000 
184,456,000 
178,705,000 

$42,379,000 
168,998.000 
201,630,000 
216.411.000 
269,454,000 
281,698,000 
848,044,000 
322,213,000 
335.958,000 
822,893,000 

P,954,868,000 

$1,445,202,000 

$2,509,678,000 

An  excess  of  exports  from  our  country  to  Great  Britain,  called 
balance  in  favor,"  for  which  nothing  returns,  as  shown  on  the 
preceding  and  following  pages. 
What  should  the  American  people  say  of  their  statesmen  who 

have  thus  taxed  them  pver  three  hundred  millions  dollars  per  year, 
and  in  the  last  ten  years  tico  thousand  fice  hundred  million  dollars  f 

What  humbuggery  to  talk  about "  not  taxing  the  people  to  sub- 
sidise-^r  lest  it  be  offensive,  to  pay — ^mail-steamships." 

More  than  our  War  debt,  have  ^ose  statesmen  taxed  our  people 
in  ten  years  with  their  hypocrisy  or  ignorance !  It  is  a  commen- 
tary that  is  more  than  startling. 

But  this  is  not  all,  let  us  consider  these  facts  deeper. 

Mr.  Giffen  says,  most  logically  and  correctly,  that — 

"The  following  propositions  appear  to  cover  the  various  cases 
of  an  excess  of  imports  or  exports  arising  in  connection  with 
carrying  operations : 

*«  1.  A  non-carrying  nation,  in  the  absence  of  borrowing  or 
lending,  ought  to  show  in  its  accounts  an  equality  between  im- 
ports at  the  place  of  arrival,  and  exports  at  the  place  of  depart- 
ure, 

"  2.  A  nation  carrying  half  its  foreign  trade  ought  to  have  an 
excess  of  imports  equal  to  the  cost  of  carrying  the  goods  one 
way;  and  so  in  proportion  for  whatever  its  contribution  to  car- 
rying may  be. 

"  3.  A  nation  carrying  its  whole  foreign  trade  will  have  an  ex- 
cess of  imports  equal  to  the  cost  of  carrying  the  goods  both  ways. 


im  mmmmt  m  ambbioan  SBitpnr®. 

**4.  A  nation  carrying  for  others  is  entitled,  in  aiiiMoa,  to  an 
wmm  of  imports  equal  to  the  freight  earned,  leas  any  expenses 
incurred  abroad.  Any  nation  contribating  to  carriage  will  also 
have  something  to  receive." 

nothing  could  be  more  trnthfuUy  presented,  more  ably  or 
eloquently  deduced;  and  yet  we,  as  Americans,  are  in  a  worse 
flight  even  than  Mr.  Giffen  depicts,  for  we  not  only  have  sent 
away  in  the  last  ten  years,  twenty-five  hundred  million  dollars' 
worth  of  products,  and,  as  lilll^^  by  the  table  (on  page  115), 
paid  an  additional  fifteen  hundred  millions  for  actual  carriage, 
but  also  a  cash  balance  for  taking  our  products  away  from  us,  as 
will  be  found  on  page  298  of         of  Seeretmy  ofJ^ak^  viz.  : 


GM  and  SS^er  Coin  <md  BtMUm  Imparts  and  Mx^mts  inl^  mdfrom 

lie  Umkd  Kingdom. 


Tmra. 

* 

jpniiorts.frfiiii 
me  United 

totlie 
'VnifeclBtatat. 

Balance. 

Afainst  the 
ITnited  States. 

In  favor  of  the 
United  States, 

1S72  

187S  

1874  

883,962,000 

44.365,000 
88,649,000 
55,364,000 
84,068,000 
22,734,000 
12,068,000 
14,502,000 
6,094,000 
12,788,000 

"'*JlT,708,000" 
166,000 
8,223,000 
18,967,000 
7,108,000 
9,290,000 
86,756,000 
26,949,000 
86,061,000 

162,262,000 

32,657,000 
38,483,000 
32,141,000 
16,096,000 
15,526,000 
2,778,000 

1875.  

1877ZIIZZIIII, 

1878  

1S78           -  - 
I880I  III 
1881-.—- — .-—^ 

Tutol  

^"f22,2"54'006 
20,855,000 
28,818,000 

1802,824,000 

1160,218,000 

1198,928,000 

$66,422,000 

Showing  a  halance  of  specie,  also,  a|(ainst  the  United  Statas  of  918^606,000.^ 


Another  Tribute  paid  by  the  American  people  "  as  a  non-carrying 
nation  (I  apply  Mr.  Giffen's  words)  to  those  who  bind  us  hand 
and  fiiot  commercially.  Over  one  hundred  and  thirty  millions  in 
hard  gold  and  silver  additional  bal|Himgainst  us  in  ten  years. 

Let  no  more  be  said,  then,  about  "  taxing ; in  objection  to  the 
consideration  of  shipping  bills. 

Political  precept  is  but  froth  unless  emanating  from  a  dis- 
ciplined and  unbiased  mind,  trained  by  research  into  the  non- 
apparent  as  well  as  the  apparent  causes  of  results. 


>  See  also  page  102, 


HISfOAY  OF  AMlRICAir  SHIPPINO.  165 

Let  us  look,  then,  into  the  carrying  or  non-carrying  conditions 
of  the  principal  I^ations  by  the  world  to  learn  our  own  compara- 
tive conditions  and  see  the  iuttgnificant  reladon  we  bear,  to-day, 
even  to  the  weakest. 

Carrying  Trade  of  the  Brrndpal  Commercial  Nations.^ 

1882. 


Per 
cent. 

Aoslria — 

9(1 
10 

JNow  DOilaing  up  ner  Mevraiuit  Marine  by  Ub- 
etmlBoun^. 

B0fglan.M. *••••.*«. ....M..  90(^ijOOO 
FoKeigik  M....«*.m.#..*M..  3,dOQ^OOO 

80 

Carried  mostly  in  Briiiah  SMdb.  alllionah  lie- 
eoming  aroused. 

Fiance— 

30 
70 

By  new  Bounty  law  France  has  largely  in- 
creased her  carrying  trade. 

Oermany— 

40 
80 

Even  this  condition  has  aroused  the  Oerman 
people,  and  liberal  action  has  been  taken, 
(See  ForeigB  Poiiey,  following  pages.) 

Holland— 

OI!'dii||||pDU««*  «•#•(•'•*««•* 

X|OCN[)|O0O 

li|||jOOO||j^DQO 

30 
70 

Subsidized  slightly,  but  dependent  apmi  Great 
Britain  since  1800. 

Italy— 

••*••  1,500,000 
....^  2,700.000 

36 
65 

See  under  Foreign  Policies  for  recent  Bounty 
proviaioii. 

Horway— 

......  600,000 

IS 
25 

Sailing  trade  merely. 

Bnssiar— 

«»M  5,000,000 

30 
70 

Beviving  her  Merchant  Madne  raoent  iib- 
eral  policy. 

United  Kingdon— 

^^nti^fi*  ■•••••#••>•••«••  ■ 

.....  21,000,000 

70 
30 

Thus,  while  carrying  55  per  cent,  of  the  world'e 
trade,  Britkih  ghlpa  canry  TOpn  outL  9f  homo 
trade. 

United  States— 

2,000,000 

.....  iaiiOoo,ooo 

85 
15 

Given  over  to  the  Booty  of  Foreign  Nations, 
(See  foregoing  and  following  pages.) 

Here  we  are  forced  to  look  upon  the  humiliating  evidence  that 
is  worse  than  ordinary,  more  than  alarming;  it  is  absolute 
dependence  and  subserviency — almost  irremediable ! 

Our  country  here  presents  the  smallest  percentage  of  home  carrying 
tonnage  in  comparison  wUh  all  of  the  principal  countries  of  the  wmid! 

And  for  this  (can  it  be  denied  ?)  we  are  indebted  very  much  to 
the  vascillating  mind  of  Congress  in  altering  good  laws  for 

>  These  data  are  prepared  from  latest  official  returns  of  each  country. 


166 


HISIOEI  Of  AMimiOAN  SHItPINa 


trivial  objections,  and  tlie  neawiglitedness  or  prejudices  of  our 
statesmen. 

By  study  aod  research  thei*e  will  be  found  two  peculiaritlei 
most  distinct  and  characteristic,  viz :  the  obscurity  of  the  real 
politico-economic  policy  of  Great  Britain  through  her  Board  of 
Trade  departm©i<|||||^^  ber  commerce,  her  Board  oi 

Admiralty  representing  her  shipping,  and  her  special  commis- 
eions  with  their  digest  of  references  to  pages  for  hidden  evidences 
that  only  a  practical  and  determined  researcher  could  reach; 
while  in  our  country  the  unbosomed  conlidenco  in  verdant  utter- 
ances of  onr  statesmen  in  Congress  are  the  beginning  and  the 
end  of  an  economic  policy. 

The  above  trace  of  onr  Post  Office  contracts  prove  this  fickle- 
ness, this  absence  of  policy,  this  want  of  foresight,  since  the  days 
of  Charles  Wickliffe  and  Cave  Johnson. 

Transfer  our  shipping  contracts  and  our  merchantile  shipping 
entire  to  a  Bureau  of  Commerce,  under  the  Havy  Department, 
where  it  belongs,  and  where  it  will  be  protected  (for  the  Post 
Oiice  Department  has  expended  its  energies  and  talent  upon  ex- 
pediting land  routes,  subsidizing  foreign  steamships,  and  neglect- 
ing American  postal  rights)  by  statutes  that  shall  stand  for  the 
transportation  of  American  mail  in  American  ships,  under 
American  officers,  and  the  American  'fiag. 

Since  the  above  went  to  press  the  foBowIng  clear,  unanswerable  remarks  of 
Senator  Test  were  made  in  debate  upon  the  Senate  floor.  It  is  aU  ihmt  is  asked — 
oil  that  is  neededstnd  yet  denied  I    (See  pages  119,  120.) 


terkmtoJlillBllllwa^^^^  Ms  awrtion  that  this  is  a  siibsidy.  The  pos- 

lain  which  i;4  paid  on  the  inland  routes  of  the  United  States  has  no  assailants;  it  i»  con- 
eciaed  to  be  just  and  proper.  The  special  eoromittee  on  shipping  unanimously  reported  thalr 
Itoaaine  principle  should  apply  to  the  ocean  routes.  I  ask  tne  Senator  from  Delaware  if  he 
doei  not  think  that  principle  to  be  correct  and  jUHt? 

Under  the  laws  of  the  United  States  as  they  now  exist,  a  steam^^hip  whioh  carrios  tlie  mails  of 
the  Untied  States  5.000  iniies  receiTes  two  cents  for  every  letter ;  and  the  proof  before  the 
apeoial  eonimittee,  of  whioh  I  was  a  member,  was  that  the  expenses  of  carrying  the  mails  from 
the  steamships  in  San  Franoisoo  np  to  tbe  olice  of  the  Consui  at  that  port  ezoeeded  the  total 
amount  <^  file  postage  received  by  the  Hiie  in  carrying  tbe  letter  for  3J00O  miles.  Does  tne 
Senator  firom  Delaware  say  that  that  is  right  ?  there  a  Senator  upon  this  floor  who  wiU  stena 
liere  to-day  in  his  place  and  say  that  is  just  or  proper  ?  . 

I  have  no  connection  with  anv  mail  line  whatever.  I  have  not  the  slightest  connection  with 
Xr.  John  Bowsh*  with  the  Northern  Pacific  I.ine,  or  any  other  line.  I  do  not  know  a  stock- 
holder. I  do  not  know  an  offieer.  I  simplv,  as  a  member  of  the  committee,  have  recom- 
mended fhal  the  same  soft  of  postage  should  be  paid  upon  Uie  oec»n  routes  as  is  paid  upon 
Hie  tnlittd  rentes  of  tie  united  states.  Is  there  any  Senator  here  who  will  stand  in  his  ptaee 
aai-say  ttuiit  this  prioelple  is  not  correct  ?  I  pause  for  a  reply.  If  the  Senator  fnm  Delate 
«ii  mw  >^  that  me  inme  prineiple  should  not  apply  upon  the  ocean  as  upon  the  land,  I 
'hiki:  'iO'  saf  lt» 


a  «  g|  1^  «  mm  IPS  t'^' 

LABOR  STRUCK  DOWN  ! 

^  ei/i/9  BMpmrigkiB  mmM  m  9  dm/9  amUcm/' 

"  Kb  MmmfOM  Smmen  not*  Sh^mrighii  mmi  9fply" 

Shall  the  Birthright  of  American  Industry  be  sold  out  ? 

The  Q,ne8tioii  of  tlie  Campaign  in  1884. 


WoBKiEBN  09  Amebiga-— ALii  Industries — ^will  you  submil  to 
your  Congressmen  giving  away  your  Honest  Labor 

and  American  Honor,  to 

The  Demand  of  Foreign  Capitalists 

FOR 

FOREiaJSr  BOOTY? 

(167) 


■  iiilllli 

r 


COMBINATION  amb  SPOLIATIOH 


A  Omn  qfMJbmm  Bamih  the  Smrfim       J^ftui^  ih§  BImkM 

qf  tM  American  8k^, 


BBITI9S  MMYm.        B<IABI>  OF  APMlBAIiTY. 
rimptftf  SATB8— PBOTSOnVX  AOBNTS. 
BOXX  PB^iWTION.  WISB  J^BBSISHT. 

MERCANTILE  MARIlfB  FUND. 

BOUNTY.  ADDITIONAL  OUABANTT. 

*      SUPBBYISION.  PBOTISION. 


U.  S.  CiMital  Jones  writes  to  tlio  Dupmrlneiit  of  SUito  from  NowwUe-on-TyBey. 

SeptemW  80,  1882  : 

"The  local  marine  office  at  London  pays  out  £10,000 per  month  ($600,000  per  year)  in  salaries, 
fhe  wages  paid  to  British  seamen  during  1881  amounted  to  £10,000,000  ($50,0(m),()()(i,)  and  the 
raramiams  paid  on  marine  insurance  durine  the  sameyear  are  stated  at  £10,000,(X)o  ($o(),u<Mj,iHj«i.> 
IiOdk;  whither  we  will,  and  the  beneficial  influence  of  dipping  is  patent;  and  it  is  a  growing  in- 
flnuMse,  already  exoeedins  in  oapital  inyested  the  mines  and  iron  works  of  the  kingdom  com- 
falBAd,  and  only  «aoeiled  u  this  rsguil  by  agfloiiltiifaatid  lailin^** 

Bhnbevidenee  in  tti  official  npoii  of  tlie  vast  power  of  Hie  Lloyds.  Tho- 
total  amal  insurance  aMMIttti  to  $m0^WO. 

'^ttldllilliliMk  Ihseat  dlmaracenifliit  of  tliit  infliufMse  in  Ibe  vorts  of  China  and.. 
Jl|{i|4llta|l.|w4udkM!d8M|i]ieri  agaiM  ships  of  our  Pacilo  Mail — ^the- 

Bat  Consul  Jones  proves  even  more  forcibly  this  infloenoe,  viz  t 

"If  na  aHllmslii  the  number  of  British  steamers  at  7,600,  and  thf  average  ponsumption  of 
eoal  at  tdxteen  tons  during  three  hundred  days  a  year,  we  have  an  annual  consumption  of  fuel 
by  these  ocean  carriers,  ctiiefly  British  coal,  amounting  to  36,000,000  tons.  Shipping  creates  a. 
great  demand  for  iron  and  steel  in  their  various  forms  and  qualiHes,  as  well  as  for  engines  and 
boilers,  chains  and  anchors,  sails  and  ropes,  for  every  variety  of  hardware,  crockery  and  glass- 
and  for  apholstery  and  carpets,  beds  and  bedding,  electric  appliances  and  telephones. 
mi  is  afforded  directly  and  indirectly  to  an  army  of  men  and  women  of  eve^  social 

 intellectual  caliber,  from  tiie  wealthy  ship-builder,  with  his  estate  in  tba  nudlands- 

hia  seat  in  Parliament,  to  the  hsfd-worked  pudaler  at  the  fbmace.  Docks  have  to  be  con« 
atrocted  and  maintained  to  accommodate  shippmg. 

** Insurance  companies  and  clubs  give  employment  to  thousands;  government  officers,  ens- 
tMis  employes,  surveyors,  savings-bank  olerks,  stevedofes,  and  many  m<ne  deriTa  their  liTell> 
Imod  from  the  traffic  of  shtpiiing. 
*]|«n  and  boys  in  fbe  Bnl^  mereanitHe.  navy  during  1880  nnmbered  UOgMO.** 

U  .  S.  Consul  Morey,  of  Ceylon,  writes  to  the  Pepartmeiit  of  State,  as  Ibllowt : 

"flamy  knowledge,  for  a  period  of  twelve  years,  and  in  a  great  measure  even  to  the  present. 
day»  beantlfkil  and  staunch  American  Teasels  liave  been  im«nployed  in  foreign  ports,  or  ao- 
oapled  of  freights  too  low  to  much  more  than  pay  expanses,  while  crank  old  foreign  craft,  just 
at  the  tail  end  of  a  high  class,  and  prone  to  damaging  their  cargoes,  have  loaded  for  the  United 
Stetes  at  high  rates,  with  cargo  bought  with  American  money  on  American  orders,  and  simply 
on  fha  irfea  that,  being  classed  at  Lloyds,  the  rates  of  insurance  were  largely  in  their  favor. 

**Mow  much  our  own  rat- rchants  were  to  blame  for  this,  inasmuch  as  they  allowed  their  goods- 
lobe  insured  in  foreign  offices  instead  of  their  own,  I  am  not  prepared  to  say,  but  I  do  know- 

This  official  evidMce  Is  given  in  detail  to  prove  the  necessity  of  creating  a. 
ebaift  iCMiaeia]  agencies  ahroad  for  the  benefit  of  American  Shipping. 

The  Britidi  Idoyds  is  a  system  fliWIbal  Insurance  between  themselves,  to- 
arrange  for  thft  tMi||||||p|iiiiillon  of  their  «%•  and  mtyoes,  or  shares  thereof, 
•■pooling"  gains  MAIoiMiMro  rata, 

*•  Only  members  of  Lloyds  are  slloived  the  benefits,  protection,  and  information  furnished 
daily  by  agents  appointed  for  tlia  pnrpoee,  and  there  is  scarcely  a  port  of  consequence  in  the- 
world  where  one  is  not  statfonao.  Jffiliiiflawsiiliarf  ■llawseltessrwies<lisw^  egs'rt^*^^ 


{BritUh}  HmgigaUon  etm^panieg.*** 

'The  writer  is  personally  aware  of  the  injury  Ihut  effeotedi  and  of  the  unjust 
action  in  rivalry  against  these  ships,  the  superiority  of  which  is  now  acknowl* 

(IM) 


BOOTY. 


Whether  the  motive  that  prompts  the  advice  to  try  **  Free 
Ships  "  springs  from  a  deep  and  sincere  interest  in  the  vivitication 
of  this  child  of  American  industry,  the  American  ship ; 

Whether  the  comprefaensioii  of  the  disquisitive  writer  who 
copioosly  amplifies  the  theory  of  prostituting  Americtm  I&dii8« 
try  to  foreijs^n  spoliation  is  restricted  by  mere  snperficlal  ideas ; 

Whether  the  bleak,  mercenary  heart  of  the  aggrandizing  mer- 
chant cares  not  that  this  noble  offspring  of  American  genius  be 
called  or  treated  as  an    orphan ; " 

Whetherthe  cranky  spirit  or  diseased  mind  of  the  illogical  pro- 
fessor honesUy  believes  or  dMims  (bat  bis  visionary  principles 
should  be  the  economic  laws  of  the  day; 

Whether  the  treacherous  agent  who  once  coped  industriously 
and  honorably  iii  international  maritime  contests  has  become 
idnt-faearted,  and  now  turns  figainst  American  Industry  and 
bonor  fov  selfish  motives ; 

Whether  either  or  all  of  these  influences  cause  tbe  rallying 
around  the  Chambers  of  Congress  whenever  "  a  bill  for  the  re- 
vival of  American  Shipping  "  is  presented,  and  that  animates 
him,  who  may  be,  for  good  reasons,  selected  spokesman^  to  rush, 
into  tbe  House  of  Mepresentatives  and  cry — 

**](r.  Speaker,  I  object;  I  do  not  know  the  motion,  but  I  understand  it  is  for 
the  revival  of  shipping,  and  I  object."   (See  Congressional  Record,  1881.) 

Whether  or  not  all  of  these  considerations  are  pure  or  subsi- 
dized, tbe  actual  result  is  Booty ! 

Booty  to  British  shipbuilders,  merchants,  and  insurers— and 
American  ruin. 

Booty  to  British  workingmen,  and  idleness  at  home. 

Booty  to  British  suppliers,  and  a  loss  to  our  own  fiumtefs. 

Booty  to  foreign  seamen,  agents,  clerks,  laborers,  &c.,  and 
stagnation  of  business  and  want  to  the  needy  at  home. 

It  means  the  spoliation  of  every  industry ;  tbe  strangling  of 
every  honorable  emotion  of  pride;  the  closing  of 
and  of  every  ship  yard  of  the  United  States. 

It  means  a  crown  of  gold  for  the  head  so  long  employed  to 
confuse  American  legislation,  and  to  destroy  American  industry *g 

(W) 


170  aiawiY  of  American  shipping. 

It  means  dependence  in  the  hour  of  need  and  of  embarrass- 
inent ;  obsequious  at  the  moment  that  we  are  bullied  hy  a  fourth- 
€las8  power. 

WasMiigtoo  submitted  Ms  opinion  of  Free  Ships,  (see  page  40,) 
«Qi  tf eifen0n  ^said  that : 

•*  T%e  carrmge  of  our  mm  c<iiii<li!|||ffi  i',  ifmce  mtahUshed  in  amther 
thanml^  cmmM  6e  resumed  in  the  imiment  we  desire^ 

**  If  we  lose  the  seamen  and  artists  whom  U  mw  employ we  hse  the 
present  meam  qf  marine  defense,  and  time  wHl  be  requisite  to  raise  up 

iMkerSf  when  dimrace  or  bsses  shali  knmg  home  to  owr  feeUngs  the  ems 
<3f  kmm§  akmimmi'^'  them," 

We  have  lost  onr  carrying  trade*,  and  it  is  hard  indeed  to  re- 
claim. 

New  York  is  again  held  by  foreign  power  in  the  freehold  right 
to  onr  bulkhead,  the  command  of  onr  harbor  and  the  patronage 
of  onr  daily  press. 


mm  mm. 

Why  ?  and  what  then  ?  A  panacea  for  impotency  in  shipping? 
Ibr  onr  hnmiiiation  in  this  industry,  our  insignificant  relation  to 
other  nations  on  the  high  seas?  Why  ehonld  we  brand  onr  national 
and  industrial  record,  by  enacting  a  law  for  creating  foundling  hos- 
pitals for  foreign  ships  to  be  fraudulently  branded  American  T 
Why  must  we  try  this  visionary  resort  in  commercial  stratesj}^  ? 
Why  should  we  make  a  confession  to  the  world  of  barrenness  in 
an  Industry  in  which  we  can  surpass  the  world  ?  Because  it  can 
only  be  done  by  appropriation  called  Bonnty  or  Subsidy  ?  Hfo* 

The  American  people  are  not  such  fools.  It  is  a  libel  upon  the 
common  sense  of  our  50,000,000  of  people ;  it  is  the  fulsome  and 
deceitful  prayings  of  interested  parties  misrepresenting  in  every 
way  the  truths. 

Onr  people,  althongh  formerly  deceived  and  many  now  in  donbt, 
are  fest  recognimng  the  fact  that  "  no  nation  that  buys  its  ships 
of  foreign  manufacture  was  ever  successful  "  ! ! ! 

From  whence  coiueth  this  clamor  for  an  adopted  child  ?  It 
oomes,  and  comes  only,  (originally)  from  parties  or  men  who  have 
a  trade  that  would  be  injured  by  American  ships  in  competition. 

If  ship  of  foreign  Indiistry  were  privileged  as  onr  own  to-day, 


HISfOaV  OF  AHSBICAll  SMIPPIHO 


171 


and  'finmberS""  presented  to  our  shipper  free^-nbsolntely  "fifeo — -how 
how  could  they  be  self  sustaining?  How  improve  our  shipping 
condition  when  our  own  cannot  be  supported;  what  would  it  ac- 
complish bat  greater  humiliation  to  ourselves,  and  disgrace  to  our 


FOBBION  LOBBV. 

* 

The  most  vicious  enemy  to  our  Shipping  is  the  plausible  repre- 
sentation of  foreign  shippers,  shipbuilders,  and  underwriters. 

It  would  not  be  politic  f>r  Ibreign  capital  to  be  represented  by 
foreign  accent  in  pleading  tones,  or  by  foreign  gesticulation  in 
thundering  theories,  at  the  doors  of  Congress  ! 

For  a  delicate  task  a  delicate  hand  and  tongue  are  essential. 

Macgregor  and  McCulloch  tell  us  frankly  that  British  states- 
men learned  in  our  Colonial  history  that  diplomacy  is  a  stronger 
weapon  against  our  trade  than  warfare. 

The  soft,  sweet  lyre  of  British  persuasion  in  the  hands  of  adepts, 
of  American  birth,  education,  and  refinement,  is  illustrated  in  the 
foregoing,  and  the  result  is  a  powerful  influence  at  the  door  of 
onr  American  Congress. 

They  are  there !  the  foreign  agents ;  they  are  at  public  meetings; 
they  are  wielding  the  influence  of  many  of  our  daily  journals; 
wolves  in  sheep's  clothing;  Americans  only  by  birth,  they  are 
handsomely  supported  permanently  in  this  permanent  employ- 
ment to  watch !  and  report  every  movement,  every  action^  in  onr" 
shipping  conditions,  and  of  onr  shipping  legislation. 

When  our  country  was  disturbed  by  civil  strife,  and  ever  since, 
these  agents  under  the  disguised  cloak  of  loyalty,  have  been  paid 
to  misrepresent,  undermine,  and  destroy  the  zealous  advocate 
of  American  shipbuilding. 


SHIP  BBPAIBING. 

Between  ship  building  and  repairing  there  is  a  wide  difference 
in  condition  and  necessarily  in  interest. 

Ship  building  in  the  United  States  naturally  draws  the  repair- 


1ft 


XISTO&Y  OF  AHEMQAM  SHIPPING. 


in^^  of  ships  to  their  respective  home  yards,  and  proportionately 
decreases  the  volume  of  labor  and  profit  of  results  from  the  pre- 
Mul  euslom  ittm  foreigii  ships  that  refitire  repair  in  oar  ports. 

Fow  as  these  two  intereets  are  thus  somewhat  antagonistic, 
and  yet  both  American,  it  is  ne<ai|pry,  although  embarrassing, 
to  judge  between  the  two;  and  UiSm  the  i|uestion,  which  branch 
is  moMllllllfttial  to  our  national  Interests  ? 

At  present,  as  the  vast  bulk  of  shipping  in  our  ports  is  foreign, 
the  ship-repairing  interest  have  the  most  patronage  and  therefore 
cftn  ajwiiiiiihili.  >  ■  multiiiigjpd  interests  at  stake-^nseqoently  a 
Strong  influence  underlies  this  valuable  industry. 

But  change  the  conditions  of  our  shipping  from  foreign  to 
American,  and  hcpn^ipsstly  frea||||gpould  be  the  benefit  to  our 
own  labor,  to  the  development  of  mir  own  product  in  iron,  cop- 
per, and  all  component  parts  and  supplies,  to  the  general  diffusion 
of  capital  and  particularly  to  the  general  patronage  in  our  own 
and  employment  of  our  own  needy. 

This  is  aiMPlplpiig  careful  studysfV  1|  appears  a  powerful 
argument  for  iMl^  and  indeed  for  free  ships,  but  let  it  be 
weighed  well  in  unbiassed  consideration  before  a  hasty  rendition 
of  fiivor  against  building  our  own  Ships. 


ncomsxsMCY  of  acxion  iowarbs  ou&  shipping. 

No  greater  evil,  actually,  towards  American  Shipping,  in  de- 
stroying direct  American  trade,  in  drawing  the  trade  of  Eastern 
JMrn,  Indiai'iiillljii  Asiat^  Settlements  to  London,  contributing' 
to  the  monopoly  of  British  ships  and  to  the  transportation  of  the 
world's  traffic  across  the  Island  of  Great  Britain ;  of  being  im- 
properly invoiced,  entered,  branded,  and  re-exported,  has  ever 
been  perpetrated  than  the  elimination  of  the  following  section 
§tom  our  'Kevised  Statutes  : 

Am  Aet  to  mpml  llie  dtBcriminttiiig  duties  on  goods  produood  eaat  of  Hio  Olpe  of 

Oood  Mope. 

Be  it  maeled  %  iim  Senate  and  Mmm  of  Repmentaiwes  of  the 
Umted  S^aks  of  America  in  Congress  assembled^  That  Section  tmo 
^msmdfim  hmdred  and  mm  of  the  Bevised  Statutes  of  the  Unitecl 
States  which  reads  as^  follows : 


HISTORY  OF  AMERICAN  SHIPPING.  178 

"  There  shall  be  levied,  collected,  and  paid  on  all  goods,  wares, 
and  merchandise  of  the  growth  or  produce  of  the  countries  east 
of  the  Cape  of  Good  Hope  (except  wool,  raw  cotton,  and  raw 
silk,  as  reeled  from  the  cocoon,  or  not  further  advanced  than 
tram,  thrown,  or  organziiie,)  when  imported  from  places  west  of 
the  Cape  of  Good  Hope,  a  duty  of  ten  per  centum  ad  valorem  in 
addition  to  the  duties  imposed  on  any  such  article  when  im- 
ported directly  from  the  place  or  places  of  their  growth  or  pro- 
duction," be  and  the  same  is  hereby  repealed  from  and  after  the 
first  day  of  January,  eighteen  hundred  and  eighty-three. 

Approved,  May  4,  1882. 

1?he  confusion  already  peculiaf  to  the  returns  of  our  trade 
with  foreign  countries  is  a  perplexity  and  mortification.  With 
the  above  aid  and  sanction,  and  giving  away  our  commercial 
identity — for  it  is  such  to  us — is  an  incomprehensible  blunder.^ 

Reference  to  American  records  will  show  the  numerous  peti-  ^ 
tions,  made  in  the  early  days  of  our  country's  history,  for  the 
creation  of  this  law.   It  was  a  protection  from  the  monopoly 
the  "East  India  Company,"  and  now  its  repeal  is  the  johbery  of 
a  monopoly  that  controls  the  trade  of  the  East  Indian  Settle- 
ments. 

Consul  Uclcstein,  of  Amsterdam,  in  Consular  Report  Mo.  27, 
exposes  this  fact  by  showing  the  corner  made  in  Sumatra 
tobacco  by  this  10  per  cent,  relief  to  indirect  traders,  and  hence 
increase  competition  to  American  tobacco  by  10  per  cent,  reduc- 
tion of  foreign  staple.  It  operates  similarly  on  all  United  States 
products  and  trade.   He  writes : 

"  The  recent  animation  in  this  trade  has  undoubtedly  furthermore  been  stimu- 
lated by  the  remoTal  of  thej^  per  cent,  discriminating  duty,  fomerly  payable 
thereon,  bdng  a  product  ollliP^  Indies,  exported  from  the  west  of  the  Cape 
of  Good  Hope. 

"This  will  be  dearly  evident  wlIlM  that  many  shipments,  aggregating 
large  quantities  of  1Mb  tobaoooi  pmdiased  or  ordered  for  months  last  past,  were 
purposdy  delayed  until  late  in  December,  so  as  not  to  arrive  until  after  tiie  law 
abolishing  the  discriminating  duty  had  gone  into  elfect. 

This  unlooked*for  introduction  and  now  so  conridwable  export  of  this  staple 
into  the  United  States  has  begun  to  be  viewed  with  great  disfkvor  by  (Altivators 
or  growers  of  '  seed-leaf  tobacco  in  the  United  States. 

*'  They  apprehend,  as  I  am  informed,  that  the  imports  of  Sumatra  tobacco  into 
our  country  will  increase  still  further  in  the  near  future,  and  seem  to  consider 
this  would  prove  greatly  detrimental  to  their  interests." 

^  See  Commercial  Letter  Secretary  Frelinghuysen,  jusi  published,  (page  801 
especially,)  for  abundance  of  evidence  on  this  point. 


4. 


MAIL  m  PA€KBf  STIAIIBMIPS* 

The  great  hue  and  cry  so  often  heard  about  injustice  to  packet 
lines  by  granting  subsidies  to  ifist  mail  stoainships  is  suggestive 
of  %h%  old  fable  of  tbe  erawling  aniinal  tbat  could  not  possibly 
oootnme  tbe  food  of  anotber  nature,  but  possessed  a  dispooltioii 
to  interrupt. 

How  could  the  slow  packet  be  entitled  to  mail  pay  ?  Besides, 
tbe  packet  enjoys  means  of  profit  that  are  not  peculiar  or  possible 
tO'  tbe  steamships,  mz: 

Less  cost  in  construclion. 

Less  cost  In  equipment. 

Iiess  cost  in  operating. 

licss  cost  in  coal  (if  steam  packets.) 

Lees  cost  In  repairs. 

Less  cost  for  officen  and  men. 
In  ¥lew  of  tbe  many  discriminations  between  tbe  two,  is  not 
tbe  idea  tbfttettcb  should  receive  governmental  assistance  absurd  ? 

Dispatch,  regularity  and  particularly  intelligence  (more  general 
with  tbe  crews  of  steamships)  form  the  foundation  for  successful 
Ocean  Mail  Service;  and  tbe  work  once  begun,  new  fields  are 
opened  and  new  labor  for  others  created,  wbelber  in  harmony  or 
competition. 

JZigoMf  irmsit  is  essentiai  for  the  Mails,  but  steam  speed  involves 
a  hem^  cost  to  the  steamship  owner,  and  as  cheap  tariff  of  freights 
li  tbe  first  consideration  to  shippers,  rather  than  speed,  it  is 
natural  that  slower  vessels  (whether  of  sail  or  steam)  have  re- 
ceived and  mkm^s  wM  receive  Mkrpalrmmge  ikmfmt  mM  steamships. 

But  a  packet  line  always  receives  aid  from  a  mail  line ;  it  is 
impossible  otherwise,  as  the  mail  ship  opens  communication,  de- 
velops trade,  and  necessarily  Increases  that  bulk  of  products 
'that  go  slowly  by  packet. 

Tbe  spirit  that  pervades  the  following  diplomatic  letter  in  be- 
half of  our  ocean  mail,  argued  so  fairly  and  perfectly  the  in- 
fiuences  that  Booty  should  inconvenience  relations  between  na- 
tions 'that  is  appropriate  here  i 

Letter  &f  the  Mmorabk  George  Bancroft 

"  The  undersigned  Envoy  Extraordinary  and  Minister  Plenipo- 
tentiary of  tbe  United  States  of  America,  had  the  honor  on  the 
12tb  of  J uly  last,  and  more  fully  on  the  16th  of  August  last,  to 
make  overtures  to  Yiscouut  Falmerston,  Her  Majesty's  Principal 


filSTOEY  OF  AMIEICAK  SHIPPIKO. 


175 


Secretary  of  State  for  Foreign  Afiairs,  fi>r  a  postal  arrangement 
between  the  United  States  and  the  United  Kingdom.  *  * 

"  The  free  intercourse  by  letter  between  more  than  Fifty  Mil- 
lions of  people,  whose  mother  tongue  is  tbe  English,  and  of  whom 
nearly  one-balf  dwell  on  the  Western  side  of  the  Atlantic,  is  of 
such  moment  to  general  commerce,  international  friendship,  pri- 
vate a£B3ctlon,  and  to  tbe  condition  and  prospects  of  the  cultivated 
world  that  even  a  temporary  restriction  of  that  freedom  may 
well  demand  tbe  serious  attention  of  all  who  desire  to  cherish  re- 
lations of  amity  between  kindred  nations. 

It  is  therefore  witb  deep  regret  that  the  undersigned  feels  him- 
self  compelled  to  protest  against  tbe  Post  Office  order  In  question. 

Ist.  As  tbe  act  of  a  d^mrtment  of  Her  Miyesty's  Government 
without  tbe  warrant  of  a  British  statute.    *  * 

2d.  But  even  if  the  letter  of  the  Act  of  3d  and  4tb  Victoria, 
Chap.  96,  should  seem  to  authorize  the  imposition  of  a  discrimi- 
nating postage,  the  undersigned  would  still  protest  against  the 
Post  Office  order  in  question,  as  of  a  most  unfriendly  character,  con- 
trary to  those  principles  of  perfinst  reciprocity  which  should  gov- 
ern the  postal  arrangements  between  the  two  countries.  Lord 
Palmerston  is  well  aware  that  the  act  alluded  to  is  not  mandatory 
but  that  a  discretion  rests  with  the  Lords  of  the  Treasury  or  any 
three  of  them,  with  regard  to  its  application.  The  Post  Office 
order  to  which  the  undersigned  has  already  called  the  attention 
of  Her  Majesty's  Gk)vernment,  assumes  therefore  the  character  of 
an  executive  act  not  required  by  law. 

The  degree  of  unfriendliness  that  has  been  manifested  will 
appear  from  comparing  the  rates  charged  on  the  American  mails 
brought  in  the  American  packet  to  Southampton,  and  forwarded 
from  Southampton  to  Havre,  with  those  which  the  British  Gov- 
ernment asked  and  accepted  from  the  American  Government  for 
the  conveyance  from  Boston  to  St.  Johns,  in  Canada,  of  their 
closed  mails  brought  in  British  packets  to  Boston.  A  special 
express  conveyance  for  the  sole  purpose  of  transporting  that  mail 
was  established  by  the  American  Government,  and  nothing  more 
than  a  rate  of  two-pence  half-penny,  for  the  single  letter  of  half 
an  ounce,  or  about  six-pence  the  ounce,  net  weight,  was  demanded 
for  a  mail  thus  exclusively  instituted  for  that  service,  and  the 
British  Post  Office,  for  conveying  the  American  closed  mails  from 
Southampton  to  the  French  shore,  a  distance  less  than  half  as 
great  as  the  distance  from  Siston  to  St  Johns,  with  no  unusual 
speed,  and  in  the  least  expensive  manner,  exacts  four  francs,  or 
nearly  seven-fold  the  sun^i^pipp^ii^o  .^Ltnerica'  fijr  more  than  t^vice 
the  service. 

"8d.  Tbe  undersigned  further  protests  against  the  Post  Office 
order  in  question,  not  only  as  illegal  and  unfriendly,  but  also  as 
unprecedented.  It  is  true.  Lord  Palmerston  explains, '  that  the 
United  States  is  not  the  only  country  to  which  the  above-men- 


116 


BISTOEY  Of  AMBEIOAN  SHIPPIlia. 


tioned  act  has  been  so  applied;  but  that,  on  the  contrary,  th» 
regulation  by  which  packet  postage  is  charged  upon  letters  and 
newspapers  conveyed  by  foreign  packets  has  been  invariably 
acted  upon  in  regard  to  letters  conveyed  by  the  mail  packets  of 
all  foreign  countries.'  Now,  there  are  but  two  nations  besides 
the  United  States  which  convey  letters  to  the  Island  by  their  own 
mail  packets,  viz :  France  and  Belgium.  'All  foreign  countries' 
ffiirred  to  by  Lord  Palraerston  can  therefore  be  only  France, 
Belipum,  and  America.  Has  *  the  above-mentioned  act '  ever 
been  *  so  applied '  to  the  mail  packets  of  France  ?  When  and 
wliere  was  it  *8o  applied?'  When  and  where  was  double  post- 
age levied  on  a  French  mail  packet?  The  undersigned  has  not, 
by  diligent  inquiry,  been  able  to  discover  that  the  above-men- 
tioned rate  was  ever  '  so  applied '  to  the  mail  packets  of  France. 

"Or  is  it  to  Belgium  that  the  above-mentioned  act  was  *  so 
anpHed  V  It  may  be  that  once  on  a  line  of  mail  packets  of  Bel- 
miiiii,  what  Lord  Palmerston  calls  the  ordinary  rates  of  ship 
letter-postage  may  have  been  levied  through  mistake,  because 
the  boats  were  not  taken  to  be  mail  packets ;  but  if  so,  the  error 
committed  was  readily  acknowledged  and  rectified.  But  Lord 
Palmerston  insists  *  that  the  rates  of  packet  postage,  and  not  the 
ordinary  rates  of  ship  letter-postage,'  are  chargeable  upon  letters 
conveyed  by  the  American  Government  packets  under  the  act 
above  mentioned,  and  Lord  Palmerston  proceeds  to  say  that  *  the 
last  occasion  on  which  this  regulation  was  so  applied  happened  in 
1844,  when  the  Belgian  Government,  having  established  packets 
to  run  twice  a  week  between  Dover  and  Ostend,  letters  conveyed 
by  those  packets  were  ordered  to  be  charged  with  precisely  the 
same  rates  of  postage  which  are  chargeable  upon  letters  conveyed 
by  British  mail  packets/ 

"The  statement  is  made  by  Lord  Palmerston  with  great  pre- 
elsion,  but  the  undersigned,  in  reply  to  his  inquiries  in  respect  to 
it,  is  informed  that '  the  Belgian  packet  boats  did  not  begin  to 
ply  between  Ostend  and  Dover  till  the  month  of  March,  1846, 
and  that  no  difference  has  ever  arisen  between  the  two  countries 
in  reference  to  letters  transported  by  the  packet  boats.' 

"  Besides,  Her  Majesty's  Postmaster  General  has  himself  in- 
formed the  undersigned  that  the  Post  Office  order  in  question  is 
a  novel  application  of  the  rates  established  eight  years  since. 

**And  the  undersigned  begs  Lord  Palmerston  to  believe  that  as 
Her  Majesty's  Government  has  never  imposed  double  postage, 
to  the  injury  of  any  nation  but  the  United  States,  so  the  Post 
Office  order  in  question  stands  in  striking  contrast  with  the  wel- 
come given  to  American  letters  from  American  packet-boats  by 
other  nations  of  Europe. 

**4th.  The  undersigned  further  protests  against  the  order  in 
question  as  inconsistent  with  the  spirit  of  the  convention  of  3d 

Jiilyi  1815,  to  '  regulate  the  commerce  between  the  territories 


MISTORT  OF  AMBRIOAK  SHIPPIHa.  17T 

of  the  United  States  and  of  Mer  Britannic  Majesty,'  wMeh 
convention  provides  that  *  no  higher  or  other  dnties  or  charges 
shall  be  imposed  in  the  ports  of  any  of  his  Britannic  Majesty's 
territories  in  Europe  on  the  vessels  of  the  United  States  than 
shall  be  payable  in  the  same  ports  on  British  vessels';  and 
further,  that  the  '  citizens  of  the  United  States  shall  pay  no 
higher  or  other  duties  or  charges  on  the  importation  or  exporta- 
tion of  the  cargoes  of  the  said  vessels  than  shall  be  payable  on 
the  9ame  articles,  when  imported  or  exported  in  the  vessels  of 
the  most  favored  European  nations.'  *         ♦  » 

"  The  undersigned,  notwithstanding  his  former  notes  to  Lord 
Palmerston  on  this  subject,  has  failed  to  obtain  redress — could 
not  witness  the  continued  exaction  of  double  postage  on  letters  conv^ed 
%  American  steamers  without  entering  his  protest,^ 

"Meantime  he  is  ever  ready  to  contribute  his  efforts  tOWa|||f 
completing,  without  delay,  with  Her  Majesty's  Government,  a 
postal  arrangement  which  shall  place  the  mail  service  of  the  two 
countries  on  the  footing  of  perfect  reciprocity. 

"  The  undersigned  avails  himself  of  this  occasion  to  renew  to 
Vmgmnt  Palmerston  the  assurance  of  his  distinguished  consid- 
eHion.  Gbobob  B^jtcroft." 

U.  S.  Lboation,  Loudon,  Oct,,  22,  1847. 


SPOILS  OF  WARFARE. 

Efforts  have  been  made  recently  to  ridicule,  in  essay  and  arffu-       ,  „ 
ment ;  the  feature  of  converting  commercial  steam  ships  into  a 
Maval  fleets  declaring  such  transformation  impracticable. 

Such  criticisms  evidently  comes  from  those  whose  nautical 
knowledge  is  influenced  by  the  limit  of  their  experience,  i>r  noth- 
ing could  be  more  fallacious. 

Consul  Sprague  pictures  oui*  dependent  condition  in  the  follow- 
ing report  to  the  Department  of  State  of  the  recent  Egyptian  war  : 

"  The  war  just  terniinated  in  Egypt,  to  an  observer  at  Gibral- 
tar, aftbrds  a  very  striking  proof  of  the  extent  and  great  re- 
sources of  Great  Britain  in  whatever  appertains  to  her  steam  marine 
service,  as  regards  the  transport  of  troops  and  munitions  of  war 
to  whatever  point  they  are  required,  and  one  cannot  but  admire 
the  infinite  number  of  magnificent  and  powerful  steamers  belong- 
ing to  her  merchant  service  which,  for  some  time  past,  have  been 
constantly  communicating  with  this  port,  and  which  have  sud-^ 
denly  been  converted  into  transports  for  even  the  reception  of 
cavalry  and  everything  else  connected  with  that  branch  of  service, 
working  so  smoothly  and  satisfactorily  as  to  leave  nothing  to  be 
desired;  besides  finding  here  a  handy  coaling  station,  which  sUll 

*  ISee  also  the  words  of  this  yeterao  statesman  in  eulogy  upon  President  Lincoln. 
12h 


17i  MISTOET  Of  AMSEICAll  SHIPPIHO. 

il'Hill' 

€Otitiiiii60  to  keep  up  its  reputation  both  as  regards  moderate 
for  steam  coal  aud  tlie  eipeditious  dispatch  it  affords  for 
die  coaling  of  steamers." 

Let  us  remember,  also,  the  great  war  indemnity  of  France. 

Tie  national  advantages  contributed  by  a  Merchant  Marine 
are  incalculable,  but  thl^may  fairlj  indicated-^ 
As  adding  to  our  defense  ;  ^ 
As  establishing  political  power; 
As  facilitating  diplomacy ; 
As  auxiliarating  our^Tavy; 
As  employing  our  people; 
As  developing  our  ingenaity. 

As  a  safe  guard  against  home  dissention  and  civil  strife — an 
olive  branch  between  capital  and  labor ;  the  cementation  of  local. 
Let  the  patriotic  caution  of  President  Tyler  be  recalled  : 
•*I  cannot  too  stronsrly  nrge  the  policy  of  authorizing  the 
establishment  of  a  line  ui  .-Loam  ships  regularly  to  ply  between 
this  country  and  foreign  ports,  and  upon  our  own  waters  for  the 
transportation  of  the  mail.  The  example  of  the  British  Govern- 
ment is  well  worthy  of  imitation  in  this  respect.  The  belief  is 
strongly  entertained  that  the  emoluments  arising  from  the  tyans- 
portation  of  mail  matter  to  foreign  countries  would  openHiM^ 
Itself  as  an  inducement  to  cause  individual  enterprise  to  under- 
take that  branch  of  the  task,  and  the  rAiQIieration  of  the 
Government  would  consist  in  the  addition  readily  made  to  our 
steam  navv  in  case  of  emergency  by  the  ships  so  employed. 
Should  IWr  ssggestion  meet  your  approval,  the  propriety  of 


of  steam  to  the  purposM  ef  MwripUrfare  cogently  recommends 
an  extensive  steam  marine  as  important  in  estimating  the  de- 
fences of  the  country.  Fortunately  this  may  be  attained  by  us 
to  a  great  extent  without  incurring  any  large  amounts  ofe^^n* 
diture.  lllilB  vesseyililM  in  the  transportatid4||||^ 

mails  on  <^^£Pp°<^^P^^  ^^'^'^^^'^^^SS^*  lakes,  and  parts  of  our  oMty 
could  aiMiiWIIifeonstrncteJ^W  efficient  as  war  vessels  when 
needed,  ana  liKld,  <^^feMpi^®»t  constitute  a  formidable  force 
in  order  to  repel  111^^  abroad.  We  cannot  be  blind  to 
the  fact  that  other  nation%  liaire  already  added  large  numbers  of 
steamships  to  their  iMii  iirmani^  and  that  this  new  and 
powerful  agent  is  destittsU  to  revolutionize  the  condition  of  the 
w<lll|^  bec^ll^^  lJnited''J|pi|i,  therefore,  looking  to  their 
security  to  adopt  a  similar  p<4i0gr^liid  the  plan  suggested  will 
enable  them  to  do  so  at  a  small  comparative  cost. 

Wjsiiiiwroir,  Bmmbet  S,  1S44.  Jomh  Tilbb.'* 


'>'8oO'  Btittifml'  Mucatloii. 


ProIREssion  and  Retrogression  of  American  Mail  Ships. 


}  and  Qreai  Britain  compared  vrUh  Percerdage  of  Steam  Iknmoffe 

(FROM  orFIOUL  RBTURNS.) 


1818 
1849 
1850- 
1851- 
1852- 
18S3 — 
18i4-, 
1855- 
1856- 
1887— 

1859- 
1860- 
1861- 
1862- 
1868- 
1864. 
1865- 
1866—. 
1867- 
1868- 
186». 
1870- 
1871- 
1872- 
1873- 
1874— 
1875 
1876- 
1877- 
1878- 
1879- 
1880 — 
1881- 
1882- 


Total 


Totiil  amoiiiit 

Eaid  by  the 


1100,500 
235,086 
619,924 
1,46.5,818 
1,655,241 
1,880,273 
1,903,286 
1,936,711 
1,886,766 
1,589,153 
1,211,061 
1,204,569 
854,329 
806,885 
374,618 
416,075 
440,440 
495,428 
713,928 
867,203 
1,016,146 
1,101,689 
1,115,333 
975,025 
1,026,891 
1,044,157 
888,393 
976,044 
753,610 
448,896 
199,979 
200,026 
199,809 
240,067 
200,500 


Am't  paid  ves-    Bounty  or  sub- 


131,204,463 


sek  sailing  iiQ 
der  American 
lag.  > 


1100,600 
235,066 
619,924 
1,465,818 
1,655,241 
1,880,273 
1,903,286 
1,936,71.5 
1,886,766 
1,589,153 
1,177,303 
1,079,220 
707,244 
570,952 
80,086 
79,398 
64,356 
66,571 
245,605 
411,065 
625,239 
757,963 
791,888 
799,662 
805,788 
^.1^,-100 
^295 
740,360 
580,062 
286,834 
40,152 
41,251 
38,779 
42,553 
r  40,645 


124,911,534 


sidy  paid  to 
foreign  flag 
by  the  U.  S.* 


Bounty  or  sub- 
sidy paid  Bri- 
tish ships  by 
British  G'v't.» 


$33,758 
125,349 
147,085 
235,933 
293,932 
336,677 
376,084 
408,857 
468,324 
456,138 
390,907 
343,726 
323,945 
175,463 
221,003 
225,757 
238,098 
236,283 
173.548 
162,062 
169,827 
168,775 
161,030 
197,514 
239,855 


16,293,929 


$3,250,000 
3,180,000 
5,818,985 
5,330,000 
5,510,635 
5,805,400 
5,950,559 
5,741,633 
5,713,560 
5,133,485 
4,679,415 
4,740,190 
4,349,760 
4,703,285 
4,105,353 
4,188,275 
4,503,050 
3,981,995 
4,227,018 
4,079,966 
4,047,586 
5,481,690 
6,107,761 
6,070,741 
5,693,500 
6,665,296 
5,697,346 
4,860,000 
4,420,261 
-  3,976,580 
3,914,990 
3,768,230 
3,873,130 
3,601,350 
8,5^8,835 


163,653,366 


Americaii  Bounty  to  British  Sbipe   6,293,929 

Total  British  Bounty  since  1848    

Total  American  *•  Bounty  "  or    Mail  Pay  "  


169,947,285 
24,911,534 


British  SuhsMy  in  excess  of  American  since  1848.  145,035,751 
Orant  asked  for  in  "  British  Bstlmatei,"  (p.  677,)  fot  1888, 
P,562,670.  '    ir  1/ 


American 

steam. 
Tonnage.* 


224,758 
201,137 
208,401 
227,083 
230,408 
212,819 
88.565 
•  106,034 
153,236 
210,027 
298,811 
395.626 
4(;  1,920 
417,892 
886,456 
781,527 
841,916 
870,192 
1,035,747 
1,141,784 
1,100.513 
1,092,103 
1,138,114 
1,118,459 
1,195,900 
1,240,678 
1,350,790 


Foreign 
steam. 
Tonn«g«> 


to  bo 

c 
a  o 
o 

b  * 

P4<J 


120,655 
282,875 
254,748 
389,016 
391,016 
418,778 
409,650 
540,549 
729,730 
642,676 
1,062,169 
1,227,120 
1,364,718 
1,572,914 
1.680,704 
1,882,487 
2,341,358 
2,871,308 
3,285,128 
3,142,728 
8,310,063 
3,482,487 
4,172,467 
6,362,944 
6,391,126 
7,487,110 
7,163,237 


65 

41 

45 

40 

37 

33 

17 

IG 

17 

26 

21 

24 

25 

21 

33 

29 

26 

23 

24 

26 

25 

24 

21 

17 

15 

14 

15 


b£  ho 
a  o 


35 
59 
55 
60 
63 
67 
83 
84 
83 
74 
,79 
76 
75 
79 
67 
71 
74 
77 
76 
74 
75 
76 
79 
83 
85 
86 
85 


Value  of  Total  Imports  and 
Exports  of  the  United  States. 


In  American 
ships.* 


$238,305,163 
220,915,275 
289,272,084 

316,107,232 
294,735,404 
346,717,127 
406,698,539 

406,486,462 

482,268,274 

610,331,027 

447,191,304 

465,741,381 

607,247,767 

381,616,788 

217,695,418 

241,872,471 

184,061,486 

167,402,872 

325,711,861 

296,998,387 

297,981,673 

289,966,772 

352,969,607 

353,664,172 

345,381,101 

340,806,697 

350,461,994 

814,267,792 

311,076,171 

316,(;G0,281 

313,060,906 

272,016,692 

280,006,097 

238,080.603 

242,860,815 


In  Foreign 
ships.* 


$70,725,896 
72,697,984 
90,764,954 
118,505,711 
123,219,817 
162,237,677 
170,591,875 
131,189,904 
169,336,676 
213,519,796 
160,066,267 
229,816,211 
266,040,693 
203,478,278 
218,015,296 
343,066,031 
485,793,648 
437,010.124 
686,226,691 
580,022,004 
550,646,074 
686,492,012 
638,927,282 
765,822,676 
839,346,362 
966,722,661 
939,206,106 
884,788,617 ' 
813,345,987 
869,920,536 
876,991,129 
911,269,232 
1,309,466,796 
1,378,566,017 
1,284,488,861 


03 

o 

tm  * 


Yeaes. 


I 


77.4 

75.2 

72.6 

72.7 

70.5 

69.5 

70.5 

75.6 

75.2 

70.5 

73.7 

66.9 

66.5 

65.2 

500 

41.4 

27.6 

27.7 

32.3 

83.9 

35.1 

33.1 

36.6 

81.8 

29.1 

26.4 

27.2 

26.2 

27.7 

26.9 

26  3 

23.0 

17.6 

16.0 

16.5 


»  From  i^dal  leport  by  Unit«d  State!  Postmaster  General,  1888. 

*  Result  of  Postmaster  Generars  figures. 

»  From  British  Parliamentary  papers  and    Finance  Accounts,"  not  including 
"  Mail  Pay  "  for  letters. 

*  Official  figures,  Bureau  of  Statistics,  Treasury  Department. 


1848 

1849 

1860 

1851 

1852 

1863 

1864 

1855 

1856 

1857 

1858 

1859 

1860 

1861 

1862 

1868 

1864 

1866 

1866 

1867 

1868 

1869 

1870 

1871 

1872 

1873 

1874 

1875 

1876 

1877 

1878 

1879 

1880 

1881 

1882 


FREE  TRADE!  FREE  SHIPSI  FREE  BOOTY! 


Americau  Navy  Yards  Closed  by  Free  Congress! 


Ammmn  Ship  Ymds  Closed  %  §m  (Mree)  Bntish  Ilotfds  ! 
AMERICAN  SHORES  BESEIGED  BY  FREE  IRON  CLADS! 

1  e  8  4 .   


Poreign  Sooty  and  American  Ridicule,  Distress,  and  Ruin  I 

WWW  WMMM  OUM  HAW— OUB  HATIOH  FALIiS!    '  , 

(179) 


STARTLING  PROPHECY 

Of 

MADI80F  OF  VIRGINIA,  AND  KING  OF  GEORGIA. 

Wammg  of  JSiwi||j|PMp^^ 

(Miif  18,  1790,  AnMls  of  C^i^USSii^  1&72.) 

Mr.  Madison  Bpoke  of-^ 

**  Tkft  ol|eeiion8  ttem  the  Southern  States,  whtoh  are  so  deeply 
comieetod  wiii  the  British;  *  *  it  is  to  he  lamented 
tfam  mmm  calcalated  to  promote  the  general  good  should  mil- 
itate #ith  any  particular  Interest  ;  a  maritime  Ibree,  in  case  of 
war,  18  the  on^f ^"'iMe  of  the  Southern  States;  not  that  I  am 
in  favor  of  a  l^vj,  hut  the  digibiUig  of  m  increase  of  those  resources 
whieh  might  -^/f^fmrnrted  into  such  a  marine  force  as  would  be 
ahsolutely  .i^i||i|i|y  in  such  an  emergency^  must  he  obvious  to 
every  one, 

"  in  case  of  war  the  Southern  States  would  be  the  first  object  of 
attiicl^* 

Foresight  of  Thomas  Butler  King. 

Hr.  King  in  1846 : 
Qtml  Brilftin  it  ^ub  eimbled  by  copflniiig  commercial  enterprise  with  her 
Biival  armftments,  to  keep  aionl  a  Steam  force  more  than  equal  to  dne-half  of  our 
Bhips  5a  commission,  and  to  maintain  twenty  of  these  powerful  Steamers  in  con- 
stant and  actiYe  service  at  a  cost  of  one  million  dollars  annually.  By  the  Cunard 
and  "West  India"  lines  of  mail  Steamers,  Great  Britain  maintains  rapid  and 
certain  communication  with  her  colonies  on  this  side  of  the  Atlantic,  the  United 
States,  Mexico,  and  her  fleets  in  the  Pacific  Ocean. 

**In  the  event  of  war  she  could  readily  command  this  force  and  concentrate  it 
at  any  point  upon  our  Atlantic  or  Gulf  coast,  and  our  vast  commerce  valued  at 
some  $200,000,000  would,  without  suitable  preparation  on  our  part,  fall  a  prey  to 
her  arms.  It  is  mortifying  to  reflect  that  this  force  which  may  become  so  for- 
midable a^inst  us,  is  in  a  great  degree  supported  by  the  intercourse  growing  out 
of  our  own  commercial  enterprise.  While  our  commercial  marine  is  utirivalled, 
and  our  sidk  whiten  every  ocean,  and  our  Steam  Marine  at  home  superior  to  that 
of  all  odMr  XNrtions,  we  have  heen  lefl  in  the  distance  and  out  manoeuvred  by 
our  great  coBmiaRM  rival  in  the  employment  of  steam  upon  the  ocean. 

"  If  UteiaM  why  Great  Britain  has  thus^cenihe  lead  of  tii  in  Ocean  Steam 
^avigallon  wliileirtiwe  so  greatly  8uperiorl4||||||N<)  steamert  and  sailing  ships  ? 
the  aontw  is  that  alMi  has  anticipated  us  through  the  extension  of  har  mail  sys- 
tem to  fore^Hljiiipiitries  in  comhination  with  her  naval  arrangements,  thus  ren- 
dering it  almost  impossible  for  mere  private  enterprise  to  enter  into  competition 
,irith  her. 

<*  France  also  has  become  alive  to  the  Importance  of  this  great  system,  and  her 
Ministers  of  Finance  has  been  authorized  to  treat  with  companies  for  the  establish- 
ment of  lines  of  steamers  to  Biaail,  Havana,  New  York,  La  Plata,  La  Ouayra, 
and  such  ports  in  the  Gulf  of  Xexico  and  the  Antillas,  as  may  be  designated  by 
royal  ordinance." 

(180) 


HISTORY  OF  AMERICAN  SHIPPIlffa. 


181 


LLOYDS  MONOPOLY. 

M^^^^^  this  argument  there  has  been  made  allegation  of 

an  existing  monopoly  operating  against  American  ships  in  the 
organization  known  as  the  British  Lloyds — a  combination  that 
strangles  American  Shipping;  a  triumvirate  of  British  Ship- 
builders, Shipowners,  and  Underwriters — so-called  from  the  fact 
that  their  organization  began  in  a  ^^eo&de  hoaae''  of  London, 
kept  by  one  "Lloyd,"  and  who  adopted  a  system  of  mutual 
insurance  between  themselves  to  arrange  for  the  mutual  pro- 
tection of  their  ships  and  cargoes^  or  shares  thereof,  "  pooling  " 
gains  and  losses  jpro  rata. 

"  Only  members  of  Lloyds  are  allowed  the  benefits,  protection,  and  informa- 
tion furnished  daily  by  agents  appointed  for  the  purpose,  and  there  is  scarcely 
a  port  of  consequence  in  the  world  where  one  is  not  stationed."  British  Cbfi- 
auls  are  allowed  to  serve  a»  {these)  agents also^  ^^for  (British)  naviffaiion  com* 
paniea,** 

**lfot  only  this,  but,  as  has  been  shown  in  preceding  pages, 
Lloyds  agents  are  the  officially  patronized  agents  of  the  British 
Government.  Such  agents  very  generally  being  the  regular 
Consular  Corps  of  the  United  Kingdoraj  as,  in  fact,  paragraph 
20  of  British  Consplar  Regulations  directs  that  their  Consuls  act 
in  such  capacity,  wmm- 

The  enormous  magnitude  of  this  monopoly  has  been  frequently 
pointed  out  by  the  writer  in  works  upon  American  Shipping, 
and  the  powerful  chain  of  influence,  and  its  practical  working, 
will  be  seen  on  the  back  of  the  illustration,  (p.  168,)  b^inning 
this  divimon  of  argument,  and  as  United  States  Consol  Morey 
(there)  says  it  will  not  be  until  "invoices  contain  the  clause 
*  Insurance  provided  in  America'  that  our  ships  will  be  able  to 
w^iiP^ck  up  some  of  these  freights." 

'  The  grand  American  ship  the  "  City  of  Peking  "  was  so  mis- 
represented and  vilified  by  British  Lloyds  Agents  in  Asiatic 
ports  that  her  owners  were  forced  at  Hong  Kong  to  the  expense 
of  docking,  etc.,  when  there  was  nothing  found  to  justify  the 
action  but  rivalry  and  prejudice.  The  writer  is  personally 
aware  that  insurance  was  then  e&Med  from  American  insurance 
houses,  and  the  confidence  of  shippers  restored.  The  black- 
mailing  process,  however,  did  great  harm  at  the  time,  although 
she  is  to-day  the  peer  of  any  ocean  Steamship.    li  is  this  defama* 


HISTORY  01  AMlBIOAlf  SHIPPING. 


Hm^  im  rimk^,  together  wUkmiioml  aid  to  foreign  shipping,  that  drives 
freight  from  American  ships.  Every  new  ship  is  strained  by  her 
first  hard  voyage,  and  there  is  not  a  large  ship  o'Clyde  that  has 
not  undergone  repairs  thereafker.  Oar  GonsuU  in  Fntnee  write 
that  **  French  Shipowners  have  found  that  the  less  cost  is  som 
mmh  lip  bg  nmmermis  and  expmsim  repmrs.**   (See  page  186.) 

But  not  content  with  this  monopoly,  the  Lloyds,  are  casting 
out  their  terrible  grapnels  of  sophistry  and  cunning  to  inveigle 
the  credulous,  or  willing  official,  or  unoffioial,  victims  that  may 
be  instrumentel  in  this  gtwfuk  #wii>rption  of  the  shipping  of  the 
world.  ® 

This  ofi;en  disputed,  so  often  ridiculed  and  belittled, 

that  the  following  bold  presumption  in  official  form  is  submitted 
to  the  American  people  as  the  "  coronation  act "  in  Shipping 

Monopoly,  and  in  evidence  of  British  contempt  for  American 
foresight,  or  American  spirit:  ^ 

[8*4L  m  LWTM.] 

(Terbtttim  copy.)  ,  "  Lloyds,  Uth  November  1882. 

••  Sir  :  I  am  instructed  by  the  Committee  of  Lloyds  to  inform  you  that  at  every 
port  in  the  United  Kingdom  and  other  countries  of  the  world  there  is  stationed 
»  LloydB  Agent,  These  Lloyds  Agents  are  selected  for  their  respectability  and 
commcrM  capacity  by  a  committee,  consisting  not  only  of  members  of  Lloyds, 
l>wt  a1i»«r  Hill  representatives  of  the  Marine  Insurance  Companies  of  London,  as 
null  as  of  the  Shipowners'  Association  and  the  Underwriters'  Associations'  of 
vla^p>V''Mii  IiTverpoo]. 

ever  or  cowM  wm  exist,,  it  is  hard  to 

conceive  it  posti.h]e  I J 

»The  remarkable  bitter  spirit  displayed  by  many  British  journals  against  all 
American  writers  who  fearlessly  exhibit  our  true  industrial  rektions  with  foraign 
nations  and  conditions  at  home,  pointin?  out  the  "  breakers  ahead  "  An  such 
politico-economic  questions,  is  so  marked  in  ontrast  with  the  palaver  in  praise 
llirfeited  upon  any  nonsense  or  stereotyped  fallacy  rewritten  bv  pseudo  or  theo- 
retical American  Writers  or  agents,  that  it  should  be  sufficient  to' warn  the  Ameri- 
can people  of  the  pltlkll  in  advance. 

A  striking  illustration  of  the  former  in  ribaldry  paragraphs,  and  without  truth 
©r  liyMtomarka  purpose,  is  tobe  foand  in  the  January  issue  of  the  British  Trade 
Journal  against  the  writer  for  his  Argument  on  Tariff  in  behalf  of  the  Metro- 
politan Induslrial  .I^eague  of  New  Yorkj|||^^      many  exceptions  however 

""^^^  J^^g^f  .  ""  ^•'«^«"y  in  America  ai 

•Iwotd  J  lh«refoi«^M|pi«t  late  to  miss  the  logical  discussions  of 

Valison  fttm  that  Tipl  Journal,  since  the  recent  change  of  system  in  the  adop- 
tion of  an  eco^^^  '11^^  and.  naturally,  in 
pith  or  truth  of  argument  Whalii -contrast  to  the  logical  reasoning  in  the 
discussions  of  the  'Fellcvs  of  the  Stetlttlcal  Society  I 


HISTORY  OF  AMERICAN  SHIPPINO. 


IBS 


'*  It  is  thus  believed  that  the  amount  of  experience  and  knowledge  of  the  Com- 
mittee answer  that  Lloyds  Agents  so  selected  are  most  respectable  and  capable  in 
every  way. 

**I  am  accordingly  to  suggest  to  you  that,  in  making  the  appointment  of  Con- 
sular or  Vice-Consular  officers  at  the  various  porU  of  Great  Britain  and  Ireland, 
it  might  possibly  be  desirable  that,  when  all  other  claims  are  equal,  [this  is  UQ| 
questionably  excellent,]  a  prefiarence  should  be  given  to  a  Lloyds  Agent ;  and  t 
am  to  say  that,  should  you  your  way  to  the  adoption  of  tlus  suggestion,  the 
Committeoof  Lloyds,  in  case  of  any  application  to  them,  will  be  most  happy  lo 
afford  you  conltdentially  (?)  the  most  complete  information  in  their  power,  with 
regard  to  any  of  their  agents  respecting  whom  you  might  wish  to  inquire* 
"  I  am,  sir,  your  obedient  servant, 

"  HENBY  M.  HOZIBB,  fifecretory . 

*'  To  Oonsul-Gbkbeal  for  the  United  States, 


There  is  nothing  me|||g»bout  this — nothinpj  half-way  or  half- 
said.  It  is  fresh,  clear/litlaplete,  and  refreshing,  and  it  is  sen- 
fliblel!  The  Llojds  (in  London)  know  every  night  every 
commercial  event  of  the  day  in  every  part  of  the  world,  and 
know  full  well  that  our  Congress  starves  our  Consuls  and  taxes 
the  profits  of  American  ships,  with  a  view  to  their  destruction. 
Why  should  not  they,  (the  Lloyds)  therefore,  with  impunity,  aslc 
outright,  officially,  that  these  poor  Consular  servants  be  at  least 
relieved  from  suffisring  and  mortification— to  which  politics  and 
ignorance  led  them— and  offer  to  our  statesmen  as  snbstitutes 
Lloyds  Agents,  who  could,  with  better  grace  and  greater  gusto, 
-fleece  the  poor  dying  American  shipowner,  or  kill  him  out- 
Tight? 

The  Circular  is  not  meant  for  brazen  presumption,  assamp- 
tion,  nor,  to  idlPiliikmericanism,  "  bald  cheek,"  it  is  the  voice 

and  the  assurance  of  Congress  that  has  warranted  this  most  re- 
markable and  unique  proposal  of  the  Lloyds  to  convert  itself  into 
the  United  States  Department  of  State. 

It  will  not,  however,  be  a  mere  demand  for  a"  Free  Ship  Plank** 
in  our  political  platforms,  but  a  demand  upon  our  next  President- 
-elect,  that  a  "Lloyds  Agent"  be  made  Premier  of  the  Unite^^ 
Btates,  to  destroy  completely  American  Shipping. 

Here  is  evidence  direct.  No  longer  can  Congress  deny  the 
existence  of  this  quadruple-bodied  commercial  anaconda,  that 
•encoils  our  ships  like  the  poor  Laocoon,  and  that  strangles  the 
Tery  life  of  our  Merchant  Marine. 


4 


THE  FEIBND  OF  AMEKIGAN  SHIFPING 


IB   iiilW 


Dl  VITT  OIimTON. 


1810* 

(Bm  Gtnml  Siipfiiiig,  Mlowing  ]>«g«t*) 


(1M> 


In  these  pages  the  truth  is  laid  before  you  in  the  "  repetition 
of  historv  "  for  over  two  centuries. 
It  is  the  flame  story  ot— 

BUBBBN,  BOUNTY,  AND  BOOTY. 

Governor  Winthrop  wrote  in  Ms  private  journal,  as  early  as 
1613: 

"The  great  fear  of  want  of  foreign  commodities,  now  our 
money  was  gone,  and  that  things  were  likely  to  go  well  with 
England,  set  us  all  to  working  to  provide  shipping  of  our  own^ 
for  which  end  Mr.  Peters,  being  a  man  of  very  public  spirit  and 
of  singular  activity  for  all  occasions,  procured  some  to  join  for 
building  ships  at  Salem;  and  the  inhabitants  of  Boston,  stirred 
by  his  example,  set  upon  the  building  of  more  at  Boston. 

"  This  work  was  hard  to  accomplish  for  want  of  money,  &c. ; 
but  our  shipwright*  were  content  to  take  such  pay  as  the  country 
could  make." 

Tims  the  art  of  ship-building  developed  early  and  rapidly, 
bringing  our  country  into  recognition  and  power  abroad. 

Washington  pleaded,  and  led  our  fathers  to  battle,  to  protect 
Ihe  Industry  and  honor  which  has  been  trilled  away  by  delay  and 
indecision* 

Je^rson,  Randolph,  Pickering  proclaimed  in  State  papers  the 

exact  conditions  that  enslave  us  in  our  Shipping  to-day. 

Madison,  Monroe,  and  Jackson  each  repeated  and  asked 
you  to  remember  the  principles  that  had  been  taught  by  hard- 
fought  and  sanguinary  steadies. 

Tyler,  Polk,  and  Buchanan  moved  forwari  to  meet  our  great 
rivals  in  industrial  contest — when  force  foiled  their  booty— by 
a  statesmanlike,  hard,  practical  policy. 

The  Prestige  is  ineftaceablel  The  Decline  has  been  the  mis- 
taken policy — ^the  false  economy  of  Congress,  which  has  been,  in 
a  great  measure,  the  result  of  the  misrepresentation  of  the  dis- 
guised traitor  in  foreign  interests. 

The  Prospect  is  clear  enough.  Make  American  shipping  pay 
as  the  wise  statesmen  of  Great  Britain  make  British  shipping 
pay  by  a  Mercantile  Marine  Board,  and  American  shipbuilders 
will  outstrip  the  world.   Let  Congress  try ! 

*^  (186) 


186  HISTORY  OF  AMERIOAK  SHIPPlNa. 

Iiol  our  statesmen  consider  the  wise  saggestion  In  the  following 
remarks  in  the  United  States  Senate  which  illustrate  the  neces- 
sity for  carafiil  action  of  our 

Xr.  MiiftaAl#Iwi11  tli6  lionorftblo  Senator  of  K«itiieky  allow  me  to  ask  him, 
as  a  mem1>er  of  tlie  Committee  on  Appropriations,  f6r  an  explanation  of  a  part  of 
tie  bill  wbidl  came  fkom  lili  oommitteet  and  wMoli  las  not  jet  lieen  explained. 

Mr,  BacK.  Certainly. 

Mr.  MoBHAif.   The  hill  as  reported  from  the  Committee  on  Appropriations 

i!ontains  this  proTision : 

**PrmietetL  That  the  Postmnater  Oeiieral  is  authorized  to  pay  the  colonies  of  New  Zealand  and 
Hew  South  Wales  so  much  of  the  oost  of  the  overland  transportation  of  the  Bri^h  etosed  maite 
to  sad  from  Australia  he  may  deem  just,  not  to  exceed  one  half  of  the  said  cost,  and  the  aim 
of  tiMMXI  is  hereby  api»ropriated  for  that  purpose." 

It  not 'that  a  aobsidy  ? 

Mow  the  paMic  do  not  uniirstand  tliat  this  earn  of  $40,000  is 
the  cost  of  "  mail  pay  "  for  transporting  over  land  the  British 
mail,  (as  received  per  steamship  at  N"ew  York,)  to  Sati  Francisco. 
Then  why  not  give  this  amount  to  aur  Mail  Ships  rather  than  to  a 
fbreign  gtijiBiment  ?  mwm 

And  niofe  pArticnlarly  is  the  absunl||pp#f  our  Statutes  shown 
in  the  following : 

[Gong.  Beoord,  Feb.  M«  1881.] 

Mr.  MoROAH.  I  wiah  to  a»lc  the  Senator  from  Delaware  if  the  statutes  as  they 
nov  exist  do  not  flirnish  Ml  and  tfUf  iillted  opportunity  to  select  between  for- 
mmt.  owned  and  foreign  hnilt  ships,  ind  American  owned  and  American  built 
ships  for  the  transportation  of  the  mails,  and  whether  the  $225,003  appropriated 
ia  iM$  iui  may  mi  all  of  it  be  employed  by  the  Postmaater  General  at  hia  own 
f^^mm§wmgboui^imt  if  he  choose  to  give  bounties,  to  BHiith  steamships,  or  to 
ateansMpi  of  any  other  country  in  the  transportation  of  the  mails  ? 

Here  is  eiifiied  the  weakness  of  dtiMlatates,  the  Interlinea- 
li0H — through  the  influence  of  foreign  lobbyists — as  also  in  sec- 
tions E987  and  4009,  denying  a  clearance  to  the  United  States 
Mail  Steamers,  explained  on  page  119.  Our  Revised  Statute^  are 
a  mess  of-— -nobody  has  ever  known  what.  Cannot  Congress  try 
again,  patriotically,  to  codify  our  laws  ! 

Let  our  people  learn  our  true  Shipping  Conditions,  past  and 
present. 

As  early  as  1724,  shipbnilding  had  become  so  important  in 
Massachusetts  that  sixteen  master  builders  of  London  petitioned 
House  <#ttiii|||Ml!^  to  encourage  shipbnilding  in  Kew 
Eusrland,"  because  limjim  were  drawn  thither. 

Such  action  was  repeated  when  the  American  "  Clipper  be- 
came tne  pride  of  onr  country,  and  the  champion  ship  of  the 
world;  «nch  was  the  cry  when  the  great  Collins  steamships  stim- 
ulated the  British  Government  to  grant  Increased  subsidy  to  its 


HISTOKY  OF  AMERIGAK  SHIPPING. 


187 


■WW? 


Cnnard  line ;  such  history  has  been  repeated  on  every  alarm  from 
American  shipbuilding  enterprise,  on  every  alarm  from  revival 
of  shipbuilding  in  every  other  great  country,  and  as  recently  as 
last3^ear  Prince  Bismarck  called  the  attention  of  his  government 
officially  to  the  fact  that,  although  Great  Britain  has  paid  mil- 
lions npoa  millions  yearly,  and  is  stM  doi/ij  so,  (see  divisions  of 
this  argument  under  Bounty,)  her  people  complain  and  cry  aloud 
against  other  nations  imitating  the  wisdom  of  British  statesmen, 
and  the  enterprise  of  British  shipbuilders  and  ship  owners  in 
the  following  words : 

In  respect  to  this,  mention  was  made  in  the  debates  that  voices  had  already 
heen  raised  in  England  claiming  that  these  ttounties  (of  France)  were  considered 

as  a  violation  of  the  right  of  national  trentmstti  dm  ta  the  EngU^  fl^t  ***d  that 
the  case  would  lead  to  measures  of  reprisal."  ^^s^H&i^ 

Was  there  ever  anything  more  unreasonable  ?   And  here  is 

the  latest  evidence  of  the  wisdom  of  France  in  this  Act : 

i*tr.  S.  CojfsuL  Taylor,  Marseilles: 

"  French  owners  are  not  entirely  satisfied  with  their  experience  of  English- 
built  ships,  and  have  found  out  that,  if  their  first  cost  is  c  msiderabty  less  than  in 
Prance,  the  difference  u  som  made  up  by  the  n^merom  and  expennve  repairs  tkey 

require. 

"  French  ships  are  now  acknowledged  to  he  hetter  finished,  and  the  maohinery 

is  built  with  a  more  careful  view  to  economy  of  fuel,  which  is  an  important  point 
in  this  country.,  (France,)  where  coal  costs  about  three  times  as  much  as  in  Eng- 
land." 

After  detailinir  proof  by  statistics  and  foots,  Consal  Taylor 

writes : 

"Thus  we  see  that  the  Merchant  Marine  Law  has  fairly  fulfilled  its  intended 
object  in  promoting  the  shipping  interests,  and  bids  fair  to  prove  also  a  success  in 

promoting  the  building  interests. 

*  «  «  ♦        .     *  » 

There  can  he  no  room  for  doubt  tliat  all  these  new,  swift,  and  beautiful  s 
m  (those  of  the  new  French  shipyards)  must  eventually  become  the  mo«t  effi- 
cient." 

IT.  S.  Consul  drain,  of  Milan,  reports  officially  that  the  spirit 

and  recognition  of  the  necessity  of  home  ship-building  has  be- 
come positive  action  in  Italy,  and  adds : 

A  deep  conviction  possesses  the  Italian  mind  that  a  nation  to  he  truly  great, 
commercially  and  politically^  must  be  strong  in  ships  and  steamers  ;  that  its  own 
/lag  mu^t  pioneer  its  trade ;  that  a  strong  mercantile  marine  is  the  necessary  ad- 
junct of  a  strong  navy,  and  that  both  give  weight  at  the  council  board  of  nations. 
The  lessons  of  Tunis  and  Alexandria  will  streng^then  this  conyietion." 

Thus,  Germany,  France,  Italy,  Anstria,  and  all  the  principal 
nations  of  the  world,  are  aroused  and  acting,  while  we  of  the 
Untied  States  are  sleeping. 


'1 


■I 


188  HISTORY  OF  AMIEIOAH  SHIttlHO. 

The  influence  of  sucli  unreasonable  policy  of  monopoly  by 
Great  Britain  of  tbe  Shipping  of  the  world  has  been,  however, 
and  is  to-day,  made  manifest  in  every  public  council,  and  seems 
¥ery  apparent  in  the  tenor  of  the  Select  Committee's  remarkable 

Qi>iilii|^ 

In  anticipation  of  the  disruption  of  our  Union-4deiitiSed  with 
England  in  our  commercial  relations,  by  advancements  in 
liarketing  cotton,  and  in  foreign  education  of  our  youth— the 
iimth  unfortunately  sided  with  the  opponents  of  American  lu- 
itry,  but  as  open,  honest  enemies — not  in  duplicity  or  pretend- 
J  the  economic ;  that  part  of  history,  however,  has  gone  with 
the  solemn  associations  of  the  past  and  with  the  holy  dead, 
whose  noble  souls  were  immolated  on  the  altar  of  Southern 
domesticity,  and  scarcely  enshrouded  in  pages  of  history,  too 
hallowed  and  painful  to  be  repeated. 

The  new  South  has  no  new  love,  but  a  new  zeal  and  clearer  fore- 
right.  With  new  conditions  in  industry  we  have  new  purposes 
and  new  incentives.  It  is  a  new  page  of  history  that  the  South 
:ii||iP^pm.po8es  hereafter  to  record — of  manufacture  at  home,  of  ship- 
building at  home,  of  trade  carrying  in  the  vehicles  of  Amer- 
lean  genius,  and  labor  created,  and  under  our  national  insignia 
transported. 

There  is  nothing  mean  about  the  American  people— .ISTorth,, 
Boii*h,  East,  or  West— there  is  nothing  they  despise  like  mean- 
ness. They  are  not  too  mean  to  pay  for  that  birthright  of  the 
American  ship,  or  even  battle  for  that  right. 

Who  is  ashamed  of  ocean  mail  pay— or  of  paying  for  the  ocean 
msai  durrying-^  principle  that  has  been  recommended  and  urged 
by  every  President  and  patriot  I  Call  it  subsidy,  or  by  what 
term  may  be  preferred,  in  derision  by  him  who  tries  to  ridicule 
American  Industry ;  but  who  becomes  thereby  himself  a  shame 
upon  American  character  by  his  action  in  endeavoring  to  humili- 
ate the  condition  of  American  Shipping. 


I 


"Shall  Americans  Build  Ships?" 

LAUNCH  ON  THE  DELAWARE. 


VOX  P0PULI,-1884. 


1 


"Americans  Can  and  Will  Build  Ships." 


Iffon  and  Steel<-te  Best  in  tbe  World. 

And  give  employment  to  the  woodtnaa,  forest-owner,  miner,  mine-owner,  laborer, 
:arpenter,  blacksmith,  fitter,  joiner,  calker,  moulder,  painter,  sail-maker,  rigger,  boilei 
and  engine-maker,  draftsman,  chandler,  sailor,  engineer,  furniture  and  cutlery  dealer, 
sotton  and  Uaolcet  supplier,  table  provider,  looking-glass  maker,  crockery  and  fine  deco- 
ctttor,  wine  deafer,  waiter,  cleik,  and  agent 


!!  Carthage  be  destroyed  I "  was  the  cry  of  Cato  before  the  Roman  Senate, 
the  ifmeiican^CongresS^    d^tw^ed  I "  i«  the  motto  of  agents  of  foreign  ahii^ 


hipping  befofo 


THE  PALACE  STEAMBOAT  OF  THE  WORLD, 


THE  "PILGRIM, 

Oy  9KB 

OLO    COLONY  LINE. 
Built  1883.       Length,  384  feet.      Breadth,  87  feet. 


ft 


(190) 


PART  SECOND. 


CONDITIONS 

■I 

J 

OF  OUR 

COASTWISE  AND  INLAND 

SHIPPING. 


DIVISION    OF  ARGUMENT 

Atlantic  and  Pacific  Coast. 

Fisheries. 

Canal. 

Lake. 

River. 


(101) 


« 


RIVER  SHIPPING 


(HiaH  PRESSURE  ) 


«« 


ROBERT  R  LEE, " 


Tka  Prlds  of  Um  MtaMppi  Vallay. 


(See  following  pages  for  full  history  of  river  steiunboats,  etc.) 


CONDITIONS 

OF  OUR 


COASTWISE  SHIPPING. 


"Our  Coasting  Trade,"  said  Jefferson  in  his  report  to  Congress 
February  2,  1801,  "is  on  a  safe  footing."  Such  condition  is  the 
"repeated  history"  of  to-day,  due  solely  to  the  wise  Navigation 
laws  of  our  forefathers  ^  of  1789.  To  consider  these  conditions 
properly,  we  must  look  at  the  extent  thereof,  which,  distinelly 
stated,  is  as  follows: 


Mlieg. 

Length  of  the  Atlantic  coast  from  the  mouth  of  the  St.  Croix  to  the  St.  Mary's  BiTer...,*^..  1,450 

Lengtii  of  the  Atlantic  coast  from  St.  Mary's  River  to  Cape  of  Florida   460 

Length  of  Gnlf  coast  from  Cape  of  Florida  to  the  mouth  of  the  Sabine  River.  ^  »  1,200 

Length  of  Gulf  coast  acquired  by  annexation  of  Texas,  from  tiie  Sabine  to  the  Bio  Grande  400 
Lengtli  of  Paoifif)  ooast— in  California,  970  ;  in'  Oregon,  600;  Straits  of  Joan  de  Foca,  1S0.».  tjm 

Total  

To  which,  if  we  add  our  Lake  coast  1,600 

We  iutve  a  total  Coasting  Trade  of.............^..  .»   %fiBli 


There  is  nothing,  probably,  so  much  envied  by  the  principal 
nations  of  the  world,  especially  by  Great  Britain ;  nothing  that 
has  been  so  successfully  preserved  strictly  domestic,  and  thus 
protected  from  the  monopoly  of  the  subsidized  power  of  the 
Exchequer  of  the  latter  country— that  has  bought  out  our  carry- 
in|^  trade  to  foreign  countries,  and  i^uced  us  to  dependence 
and  shame — there  ie*  nctHir.g  so  coVe^^ed,' nothing  that  has  so 
chagrined  our  industriar  rivals,  nothing  niore  perplexing  as  a 
commercial  problem^tf  eolve^  thfm  f^iiaw^taigT^  from  us  our 
Coastwise  Trade."      ^Ik;  V  : ' ...  *:   *    »  ^  ' 

t  *      •     *  ;  J    :,  * 

I  ,       %*■  §        t  /  -      '  J  ' 

i|  i         i        *         «<l     11  ^  *  ' 

•  •    »    «       »,    J     J  . 

.  For  the  continuation  of  this  and  Parts  3  and  4,  see  completed  volume,  ex- 
plained on  following  page  (194.) 


'See  pages  23-26  for  full  discussion  of  these  facts. 
18  m  (198) 


1§4 


HISTORY  OF  AMERIOAII  SHIPPING. 


This  work,  complete,  is  of  500  octavo  pages,  and  will  be  hand- 
somely bound  and  fully  illustrated.  It  is  purely  a  labor  con  amore^ 
from  a  knowledge  of  the  great  importance  of  this  economio — 
fniramotint  to  all  others-^  our  oomitry  so  IMe  understoocly  and 
so  generally  misunderstood. 

The  Ibllowtng  pi^ges  of  this  history  embrace  : 

Our  Coastwise  Conditions,  continued — 

A  Ikll  Iiiitory  of  nur 

AHmitie      Pfeeiie  CkMwtwise  SMpping . 
KtlioTy  Shipping. 
€tiial  Shipping. 
Lake  and 
Bivm  Shipping. 

Fabi  S. 

Our  Commercial  Treaties — 

A  full  review  of  these  conditions  and  record  of  Treati«t  of  th« 
United  States,  also  of  Great  Britain. 

Consular  Conditions  Compared— a  parallel  oomparlion  of  thew 
Vees,  of  the  five  prinoipal  nations. 

I^Aas  ^ 

Policies  of  Foreign  Hations  in  Merchant  Shipping. 

Admeasurement  Laws  Compared, 

Shipping  Fees  Compared. 

]lauti>hl  BcKwSitic^^ 

If «il"'ioiantiiiii>l  tlie  Vorl4''0iiiftpltr«i. 

'  ,  •       •  •     f  «    III  I  >  «        •  . 

^  ,„t     t  *          *•    f  1.    »  »  ( 
  *   "  ■'■   '•'    «  *  1  •  t  *     ,    I   " 

*       •        1-  »        •      »         »  ,  ;|        ,  ,  » 


0WS1S  ufMA  Apiileloii  is  Co., 

The  American  Newi  Co.,  or 
The  Union  News  Co,,  . 
ior  this  work  oaft  he  left  with  Dooh-dealers  in  any  dty  in  the  United  Sistei. 


History 

OF 

Shipping. 

A 

BOOK  FOR  THE  PEOPLE ! 

NORTH,  SOUTH,  EAST,  ^A/^EST. 

No  Politico-Economic  subject  is  of  greater  importance  to  the  people 

of  this  country  than  that  of 

MERCHANT  SHIPPING. 

THIS  BOOK  SHOULD  COMMMAND  THE  AHENTION  OF  ALL 


No  subject  is  so  little  undersood,  or  so  much  misunderstood.    It  is  here 
set  forth  in  a  complete,  clear,  and  concise  manner,  with  much  inter- 
est to  every  class  of  readers.    The  author  has  adopted  the  pop- 
ular and  powerful  medium  of  illustration  to  gain  through 
the  eye,  the  mind  of  the  masses  who  are  generally 
indifferent  to  the  study  and  consideration  of 

STATISTICAL  WORKS. 


American 


It  is  the  Book  of  all  Books  to  be  read  To-Bajr. 


TRADE  SUPPLIED  BY 

THE  AMERICAN  NEWS  COMPANY, 
Niw  York. 


DAVIS  COLLAMORE  &  CO., 


asmn  TB  onm  w  nn  bw  am, 
BROADWAY,  Cor.  21st  SL,  NEW  YORK, 

•Wrni  A  WBUU-CHOSBH  ROCK  «» 


Attn 


GLASS, 

miwmm'  and  Tm  8ei»  from  Minton,  Copeland, 
BENNETT  FAIENCE, 

FiMJB  ©JLASs,  ame  mmb  enqravb». 

ALSO 

GLASS  AND  CROCKERY 

FOa  1X>MKSTIC  U8MS, 

ANI>  ALL  AT 

VEAY   MODEilATE  PRICES. 

ChiMi  ati  itas  sii0  to  ■•toll       Ms.  CMte  TmM  ni  iitNP^i 

iVee  of  Cost  to  Furebftser. 

XSTABUSKKB'  1842. 


rSTEAilSHIP  SUPPLIED 


HAmrtACf  uiiEits  or  wtmt 


Silver  Plated 
TABLE  WABE 


Our  Products  embrace  almost 
tmuy  article  needed  for 
the  table. 

Dinner,  Tea,  later  Sets, 

Fruit  and  Cake  Baskets, 
Butter,  Baking, 
Vaietable  and 
Eitrat  Disbii. 

Oiiirar,  Breakfast  and 
Pickle  Castors. 


Um,  COUSHE  SEIS, 


AND 


CHILDREN'S  CUPS, 
PLATES  and 

BOWLS. 

OandllMtlQkse 


We  Warrant  all  CroocU  ot 
<mr  mannlactiu-e  to  be 
Of  flM  llnesi  qvmlity 
in.  every  xespeeit* 


686  BROADWAY, 
NEW  YORK. 


HF  ALL  DCSCRIPTIONSf 

PiiMyfmr  aH  tiic  Poimlar  jyiv  of  Hic  •Day*  as  wtXi  as  tlie 

odiccttons  tfoin  tne  upcfasy 


At  Mm  evMitU  IMImcoiL 

nir  iwr  sihtmbie  houdmy  presenu  for  young  or  old. 

TBM  wmsjmwm  ■tti.is  abb  awats  ih  bsm and  : 

XAHBOIiimS,  BXPiCESSlYES,  GUITAB-MANDOLINi:, 
MABP-PICCOIiOS,  CELESTIAL  VOICES,  BEULS, 
DB17MS,  and  CASTANETS. 

MBHur^iA^uBK,a&,aH>,J|i  ■■■i.^B    Jftiaab.    idtaBka.M  H^UhMBKWift^friaMHMi 


In  UlilO  wo  gil  file  sweetasi,  fullest  and  best  quality  of  tone  that  can  be  produced 
fa  A  miisical  box.  Tiio  Latest  improvement  just  patented  by 

TEE  ffllEBCBASe£ABLE  CYLINDER  lOSIG  BOI, 


vijBM  i^jr  enaaiB|[|  ttM 
MUnCJyL  AI<Mllf%  MUSICAL  WORE  BOXB8,  MU8ICAI#  OOAR  CASB8,  BTC. 


■  ■  * 

Majmfacturers  and  Importers, 
 ■wmm  WViMwwAYf  liSW  stPJEIPke 


iUSiCAL  BOXES  CAREFULLY  REPAIRED. 


TARRANT'S 

EFFERVESCENT 


SELTZER 


SELTZER  APERIENT 


!l!hit  valuable  and  popular  Medicine  has  universally  received  the  most  favor« 
able  recommendations  of  the  ICsDiOAi.  FBorsssioir  i|nd  the  Publio  as  the  moil 

aiVIGIBNT  AND  AOBSBABLB 

It  may  be  used  with  the  best  effect  in 

BUions  and  Febrile  Diseases,  Costiyeness,  Sick  Headache,  l^ausea,  Lm»  at 
Appetite,  Indisrestion,  Acidity  of  the  Stomach,  Torpidity  of  the 
XiTer,  €k>at,  RheamaCie  AfGeetioBS, 

AND  ALL  COMPLAINTS  WHBBB 

H  U  &iid  Cooliflj  mm  or  tlliiillTE  is  lepi. 


It  !•  ptrtioalarly  adapted  to  the  wauls  of  Vrarellers  by  Sea  Bttd  Irfmd,  Baddenti 
In  Hot  GUmatet,  Persons  of  Sedentary  Habits,  Invalids  and  OonvalMoenta. 

€aptaihs<yf  Yeiselt  and  Planters  will  find  it  a  valuable  addition  to  their  Ifedidne 

'UBisti»i 

It  is  In  tbe  fonn  of  a  Powder,  oaiafiilly  pat  up  in  bottlea  to  keep  tn 

any  oUnuite,  and  merely  zequires  water  poured  upon  it  to  pro- 
duce a  deiiglitfinl  Efferveacent  Beverage. 

Numerous  testimonials  from  professional  and  other  gentlemen  of  the  highest 
standing  throughout  the  conntry,  and  its  steadily  increasing  popularity  for  a 
series  of  years,  strongly  guarantee  its  efficiency  and  valuable  character,  and  com- 
mend it  to  the  fkTorable  notiiie  of.  an  intelligent  public. 


SELTZER 


Kanufactured  only  by  the  Sole  Pn^mofon, 


TABBAUT  &  Cp, 

278  GREENWICH  ST., 

Oar,  or  Wmctok  SC*, 

new  '^omm. 


SETTZER 


ANJ}  WOR  SALE  BY  JDMUGGISTS  GMNEMALLY. 


The  New  York  Life  Insurance  Co.. 


MM  OIiD  COMPANT. 

in*  Purely  Mutual. 

(iM>  iffociaioHiww.) 
]ltirl<l«nct«  AnniuiUy. 


132,090 


■LI?  '  ,J^y 

hmam  in  force. 


A  BTUOWQ  COMPANT. 

AeeawilaM  Issfts,  -  m  $37,MI,IIIM 


SDKPLUS.  -  -  .  .  over  U^mM 

m  wm  mm  mjom  st axdasd. 


A  PROGRESSIYfi 
COMPANY. 

The  Thilrty-tlilrd  Annual  Re- 
port,  1878,  allows  an  Increase 
Ot  Assets ;  an  increase  of  Snr« 

gins  I  an  increase  in  number  of 
oUeles  In  fbree 


*■  BalldiDg  and  Hmne  OOo*,  S46  &'S48.  BroMtwajr,  N.  T. 


TME  AEW  YORK  LIFE  INSUR- 
AMCB  COMPANY  computed  the 
thirty-tllird  year  qf  {It  exktenm, 
January  1,  1878.  At  thai  Unu  Ua  hU 
tory  was  in  br^f  mi  im  rmmA  mumbem 
as  foUom : 


Tll«  eeceptAnce  of  One  Hundred  and  Tl&lrty-two  Tbousand  Members  (so  dis- 
IrflMlted  over  the  healthful  sections  of  the  WORIjD,  that  the  most  favorable  average  results 
31  nMxrlalllar  are  ohtatned)  ;  the  receipt  of  Seventy-four  Million  Dollam  In  Premiums  i 
Uie  pignnenl  of  nearly  IBIgliieen  MUIIoim  DttUwrs  la  Poliey-vluiaMi  to  the  repreaentaltvea 
li  the  insured,  and  upward  of  Twenty-flve  Million  Dollars  in  returned  premiums  and 
DIvMends.  During  this  period  the  Assets  have  augmented  constantly,  and  offer  absolute 
«ee«ri^  in  the  sum  of  Tbirty-Ave  Million  IKOlarB,  safely  invested  and  increasing.  The 
present  conditiim  of  the  (3oiii|»iiy,  and  the  mafnitude  of  its  buainesfl  aimiiMUy,  are  shown  in 
detail  by  the  Annual  Report 

Hiffiaa  ATTFNTIflN  the  significant  fact  that,  at  several  periods  in 

"  ■  ■         '  the  history  of  this  Company,  its  INTBREST  earnlngn 

■imie  bare  been  svlloliBt  to  pay  the  DBATH-CIiAIMS  maturing  under  its  policies. 

EXAMPLE. 


paid,  1876.........  ]U94TtM8 

paid,  1177.........  liitMpiS 


Inteveat,  1875  tMTOyeSS 

~  '       '  187<L   1,906,050 

1877..... ...  I.f807,4kli7 


h§  AffoiMil  01%  1^  <*«  ffrmttH  tare  in  $d«etlm  o/  n»lu  and  mott  iudidona 
tnve8fnt«ft<  tjfffkndk. 


'  Vkc  advauiiMM  natiaima.  by  ttala^  Commuiy  to 
m  UBsurpMM  1^  wmqr  ot&er  laatttu^mi  oT  tbe  ktnd. 
The  great  eacMrteMO  MTite  oflicers  and  managers  renders  it  one  of  the  itronflesL 

prosperoos,  and  most  trustworthy  companies  in  the  world. 
JIayinK  always  been  a  purely  mutual  Com pativ,  policy-holders  receive  their  insurance  at 
eemt,  and  lieing  ably  and  economically  managed,  that  cost  is  low.  The  Company  is  conducted 
in  the  interest  of  policy-holders  alone.  In  the  decision  of  questions  involving  their  rights  the 
tnTariable  rule  is  to  consider  not  atone  the  technical  legality  of  a  claim,  but  its  real  Justice. 

The  non-forfeiture  ayetoaa  of  polioies  originated  with  this  Ck>mpany,  in  1860.  and  has  since 
been  adopted— though  sotnetimes  in  questionable  forms— by  all  other  companios.  Tbis  ffea- 
aawea  millions  v€  dollanr  erexy  year  to  policy-bolders  iu  tills  country, 
mmA  for  tbis  tbey  are  indebted  to  the  NBW  YORK  IiIF£.    The  system  as  now 

Kiffected  by  the  NEW  YORK  LIFE,  secures  aafoty  to  the  Company  (without  which  all 
terests  are  jeopardiaed,)  and  JU8TI€B  to  the  insured.  Every  deefraoto  torm  of  polioy 
lasned,  on  practical  plans  and  favoraMe  temii. 

lilllB  IlAliOilir,  fmMmk     WH  &  SUBS,  Vkt-fMUiBt  a&i  Mmj^ 


Date  Dae 

 ^gtt  

■  I'll  s 

1  9 

3^  ^- 


JRN14 


f.. 


5  « 


